Introduction: A 24-module 62kWh Nissan Leaf pack is a system design question that starts with simple multiplication.
A common starting point in Nissan Leaf battery rebuild projects is simple arithmetic: 24 modules multiplied by 2.6kWh per module equals about 62.4kWh. That number is useful, but it is only the first layer. A finished traction pack also depends on how the modules are connected, how the BMS reads them, how the busbars carry current, and how the whole assembly fits and cools inside the vehicle. Understanding that system view helps learners ask better questions before comparing module specs or talking with an EV battery manufacturer or supplier.
Published data for the CATL 4S1P 177Ah NMC module lists 14.8V nominal, 177Ah nominal, and 2.6kWh rated energy. The math behind that rating is basic: 14.8V multiplied by 177Ah equals about 2,619Wh, which rounds to 2.6kWh. Multiply that by 24 modules and the result is 62.4kWh. That is why a 24-module Nissan Leaf replacement reference is often described as a 62kWh system. The important distinction is between module nameplate energy and usable pack energy. A vehicle pack does not normally let the driver use every watt-hour from 100% to 0% because the BMS keeps a buffer at the top and bottom, temperature changes the available energy, and the battery loses capacity over time. IEC TR 63213:2019 provides terminology for automotive lithium battery performance and life testing, which helps separate a rated energy figure from a lifespan or test-condition result. The 62kWh figure is a reference calculation from published module energy. The final pack rating depends on the integration design, including how the BMS is configured and how the pack is tested. Weight is another system-level number that comes from simple addition. Each module is listed at 12.5kg, so 24 modules add about 300kg before the enclosure, busbars, cooling hardware, and mounting structure. That weight affects how the pack is supported, how the vehicle handles, and how service procedures are planned. The module count is easy to count; the mass and packaging consequences are part of the engineering.
A 4S1P module already contains four cells in series and one parallel group. When those modules are combined into a larger pack, the designer still has to decide how each module relates to the next. Series and parallel connections do different jobs. Series raises voltage. Parallel raises capacity. Both choices shape the current path, the BMS channel count, and the type of hardware needed.
In a series string, the voltages add and the amp-hour capacity stays the same. If all 24 modules are placed in series, the nominal pack voltage is 24 × 14.8V, or about 355V. The capacity remains 177Ah. The nominal energy is therefore about 355V × 177Ah, which lands near 62.8kWh. That is close to the 62.4kWh result from multiplying module energy, with small differences coming from rounding and the difference between module-level and pack-level calculation. High-voltage traction systems usually favor a long series string because the motor and inverter operate more efficiently at higher voltage and lower current for the same power. The tradeoff is that the BMS must monitor and balance more series groups. IEEE 1636.2-2010 is one reference for series configuration, balancing, and internal resistance monitoring concepts in battery management. For a 24-module Leaf pack, the BMS must understand the full series map, not just the module count.
Parallel connections behave in the opposite way. Two 177Ah modules in parallel produce 354Ah at 14.8V nominal, doubling the energy to about 5.2kWh. If all 24 modules were placed in parallel, the pack would be 14.8V and about 4,248Ah, still near 62.9kWh. That is not a useful traction layout for a Nissan Leaf because the voltage is far too low for the drive system. Parallel groups can still appear inside a larger pack design, but they change the architecture. Cells or modules in parallel must be matched closely in voltage before they are joined, and the design needs to manage current sharing, fusing, and fault isolation. A mixed series-parallel layout can give the designer more control over capacity and voltage, but it also adds BMS complexity. For most 62kWh Leaf replacement references, the module-level story is series-dominant, with engineering work focused on making that series string safe, balanced, and mechanically stable.
BMS compatibility is the first system gate. A battery management system must match the pack voltage range, the number of voltage sampling channels, the temperature sensor layout, the current sensor range, and the communication protocol used by the vehicle. In a Leaf replacement context, the BMS also has to handle contactor control, insulation monitoring, and fault reporting. If the BMS cannot interpret the pack correctly, the vehicle may refuse to run or may limit power even when the modules themselves are healthy. That is why a Nissan Leaf battery module supplier's data sheet should be read alongside BMS architecture, not only module count. High-voltage connections are the second gate. Busbars and connectors must carry the pack current with low resistance and stable joints. A poor joint creates heat, voltage drop, and uneven load across the string. The CATL 4S1P 177Ah module uses laser-welded busbars and factory sensor wiring, which gives the integrator a defined starting point. The pack-level busbar design, insulation, service loops, and torque control still belong to the integration project. Internal resistance monitoring matters here because one weak connection can affect the whole series string. Mechanical and thermal integration are the third gate. The modules need a mounting structure that holds them against vibration, keeps them electrically isolated, and allows service access. NMC modules also need a thermal plan. Air or liquid cooling may be used depending on the vehicle and duty cycle, but the goal is to keep module temperatures even during fast charging and hard acceleration. The VDA 355 dimensions of 355 × 150 × 110 mm help with packaging, but the enclosure, cooling plates, and mounting brackets are separate design tasks. Teams comparing EV battery suppliers should treat the module as one component in a larger system, not as the whole solution.
The 24-module 62kWh Nissan Leaf pack makes sense at the arithmetic level: 2.6kWh per module times 24 modules gives about 62.4kWh. The engineering meaning comes from what happens next. Series connections build voltage to roughly 355V while keeping 177Ah. Parallel connections would build amp-hours instead. The practical pack depends on BMS compatibility, busbar design, mechanical mounting, and thermal control. For learners and professional integrators, that system view is what turns a module count into a realistic battery project. Published NOGI POWER module data provides the module-level facts; the finished pack rating belongs to the verified integration design.
A：Yes as a reference calculation: 24 × 2.6kWh equals 62.4kWh, which is rounded to 62kWh in Nissan Leaf replacement discussions. The finished pack rating depends on series or parallel configuration, BMS settings, usable buffer, temperature, and test conditions. The module-level math is the starting point, while the installed pack rating comes from the completed integration.
A：The BMS is the part that watches voltage, current, temperature, and balancing across the whole series string. With 24 modules, the BMS must have the right number of sampling channels, the correct voltage range, matching temperature sensor inputs, and a communication protocol the vehicle can understand. If the BMS cannot manage the pack, the modules may be healthy but the vehicle still will not use them properly.
A：A 4S1P module has four cells in series and one parallel group, giving 14.8V, 177Ah, and 2.6kWh. Module capacity describes that single unit. Total pack capacity describes all modules after they are connected. In series, voltage adds while amp-hour capacity stays at 177Ah. In parallel, amp-hour capacity adds while voltage stays the same. The total pack energy follows from that final voltage and capacity.
CATL 4S1P 177Ah NMC Module Replacement Solution for Nissan Leaf EV Batteries
