Currently browsing category

Nissan

2012 Nissan Leaf

Vehicle: 2012 Nissan Leaf
Price as tested: CDN$38395

Performance: The first thing I have to get used to when driving an EV is how amazing quiet it is. One can just start the vehicle by just push of a button, the same as changing gear on a knob which has park, reverse and forward altogether. Once you get passed all these quirks, its time to get to know how to charge the batteries. There are two voltages for charging at the back of the Leaf. You can charge up 110 volts for 16-17 hours while 120 volts for up to 7 hours. After a full charging, you can drive up to 150 km/h on each charge. That’s more than enough for 99% of the driving public which use a commuter car between work and home. However, the range anxiety is what made me a bit obvious. As the range is decreasing while stuck in traffic, as well as battery lifespin usually affects by cold and hot weather. One better get used to calculate how much you commute before heading out of your fully charged garage. Since its on full electric instead of anything internal combustion, the idling is everything but dead quiet. Mesh the light throttle, Leaf takes off easily without hestiation. Only thing you can tell is from the speedometer on the speed you are driving. Considering the fact that Leaf has about 107 ponies with all the batteries fully charged, its more than capable on all kinds of daily driving. Its 207 lb/ft of torque is just plain amusing even for an EV weighting in at 1525 kg. With the “Econ” mode, you can conserve more electricity before reaching a location with electric chargers available.

Handling: Although the Leaf looks like a Versa, it doesn’t share its floorpan with its internal combustion silibing. Leaf is on an indepedently developed EV floorplan, which is able to host the lithium battery at the back while motor at the front. While its certainly far from the intoxicating driving experience as we had in the awesome Tesla roadster, Leaf won’t leave anyone disappointed. Pushed through the corners, Leaf reacts confidently and ressaurring without any sorts of dliemma. Sure, you won’t be mistaken it as a Tesla. But it got what it has done as an EV commuter. That’s what Leaf is about all. It drives no differently than any internal combustion counterparts. The suspension is tuned toward comfort rather than sportiness. Despite that, we actually find its ride quality exceptional. Its able to absorb all the bumps and roughness with ease. Understeer is easy to encounter when pushed. On the othe hand, steering leaves a-lot-to-be-desired as it feels darty and numb. It doesn’t have the sort of feel and feedback that we used to with Nissan products. Pity.

Brakes: With 4-wheel discs, ABS and regenerative braking; Leaf’s pedal feels confidenting inspiring given its EV status. The stopping distance and pedal feel more than acceptable. Regeneative braking usually feels numb and dead. Leaf’s pedal is anything but crisp and linear to the touch. That’s despite ABS slips in a bit earlier than I expect.

Interior: Other than those gauges tell you about the driving range, its no difference than any internal combustion car inside the Leaf. While the use of materials and fit-and-finish are using “environment protection materials”, which means kind of plasticky. It doesn’t say Leaf’s interior quality lacks any attention-to-details. Everything else has been initutive and user-friendly, in typical Japanese fashion. However, thanks to the thick rear pillars, the sightlines are horrible when backing up. The center screen, which consists of how much power has consumed with navigation system shown your current location, it surely won’t give you any excuse for needing a tow truck home when Leaf is running out of juice. Nuff said. :)

There are a few pet peeves for this affordable EV. Just like many of those EVs, the backseat and luggage space are cramped. Because of the placement of the lithium ion batteries, it certainly taken out some usable luggage space. Another complaint is the lack of legroom while headroom is at a premium. Liftover to the luggage area is relatively high, which equals difficult loading to cargo area. Even if it has a proper fold down rear seats to expand the amount of space, the rear seats don’t go completely flat into the floor.

Conclusion: The Nissan Leaf is as good as it gets for an EV, especially considering its price and daily livability. What makes the Leaf so appealing is the way it drives, without the looks only a mother could love.

Competitions:
Chevrolet Volt
Mitsubishi i-MIEV
Mini E

OVERALL VERDICT FOR 2012 Nissan Leaf
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2012 Nissan GT-R

Vehicle: 2012 Nissan GT-R Black Edition
Price as tested: CDN$109900

Handling: Flagship GT-R has always been the showcase of Nissan’s engineering prowess. Given the engineering perfection and dynamic integrity of previous car, Nissan is about to improve its performance icon for 2012. Has Nissan messed up with an already great car or are they able to upped-the-ante? We will find out after this test drive.

GT-R rides on an independently developed chassis, which doesn’t share with any of its Nissan silibings. The amout of technologies Nissan packed into GT-R are simply astounishing. Everything from an ATTESA-ATS AWD, superb VDC to adjustable dampers are state-of-the-art engineering. What the adjustable dampers, in Nissan’s language is called Bilstein Damptronic, do really have change the personality of the whole sports car. In “Normal” mode, its comfortably compliant with a sense for firmness for daily driving. It doesn’t feel overly harsh nor softly sprung. “R” mode, as what “R” stands for Racing. This is the perfect setting for racecar. Everything else from shocks, suspension, steering weight and sports seats are all tightened up for serious track fun. This mode is too harsh for everyday driving, as the suspension really eats up all the bumps and roughness on the surface of your seat right back to the steering wheel. However, its damn perfect to have great fun on a racetrack. “Comfort” mode is the softest of all 3. Softest doesn’t mean it rides like a M56, however, its relatively comfortable by GT-R’s track-ready status. I would recommend to stay for “Normal” on daily driving while leaving “R” mode for racetrack. “Comfort” better leave it when there is an opposite sex on the passenger seat, cause the other 2 modes are likely too rough riding for her liking. When pushed the GT-R on the racetrack, it feels most happy as it has almost no body rolls. The body motion control is exceptional. Steering’s feel and feedback are on par with anything from Porsche and Ferrari. Without any of the twitches one expects from a purposely-build sports car. There are terminal understeer tuned in, in case for those unskilled driver, before oversteer steps in with full throttle. The excellent VDC has a high thresold for any enthuisasts to choose its setting. “Normal” mode is the most uninstrusive, once again, by GT-R standard. The highest setting “off” remains fuss free while only stepping in before driver lost control at the edge of the limits. All the technologies packed together in a perfect harmony.

What does it all mean for the driver? GT-R laps Germany’s Nurburging racetrack at 7.26 seconds, making it the fastest production car to lap that challenging racetrack. Making it a full second quicker than Porsche 911 Turbo on the same racetrack.

Performance: Any technology showcase for GT-R is its sweet powertrain. This VR38DETT has a whopping 530 ponies and 488 lb/ft of torque, making it 50 more hp and 58 lb/ft of torque, more than previous car. The most obvious improvement has to be its mid and upper range, which its more responsive and willing, when pushed through the rev range. When the twin-turbo spools up, it doesn’t have any of its predecessor’s turbo lag. All have done in a silky smooth manners. The revised mapping through electronics have done wonders for this already sweet engine. Along with the drooling engine note, GT-R’s dual-clutch 6-speed gearbox is another engineering wonders. It shifts quicker than any of the manual gearbox, with the efficiency of using twin-clutches. It shifts quick enogh on “normal” mode, while “R” mode just shifts overly quick except for pure track purpose. Or you can customize your shifting characteristics on “save” mode. That means its able to launch GT-R from standstill to 100 km/h in about 3 seconds. Even if it has to carry a porky 3821 lb around itself. Dynamically speaking, weight is the biggest drawback to GT-R’s meticulous engineering. Once again, all the engineering packed in GT-R is simply sublime.

Brakes: With large 4-wheel Brembo discs and standard ABS, GT-R has possibly the best brakes the other side of a Porsche. That means the brake remains fade-free after plenty of harsh stops on the track. On the other hand, it remains well-modulated and solid under daily driving conditions. ABS steps in necessarily just gonna shown the engineering integrity Nissan engineers have put GT-R through the whole process.

Interior: Considering how large GT-R’s dimensions, its luggage space is cramped. Along with a high liftover and tall side sills, GT-R’s trunk is like a letter box. Its barely enough for 2 persons on a weekend trip with anything larger than compact luggages. That means you have to bring toothbrush but buy a toothpaste when reach the destination.

The same goes for its backseat, lack of anything called headroom and legroom judging by its physical dimensions.

Along with classy use of plastic materials, GT-R’s Recaro sports seats are simply world-class. Those sports seats hug both driver and passenger in all the right places without feeling confining. Although the interior design feels a bit too plain for my liking, it serves its raw sports car purpose perfectly as its typical form-follows-function. No fuss, no mess. Everything else is user-friendly and initutive. The carbon fiber trim adds more spice to this austere interior.

Conclusion: Redesigning a car has always been a tough proportions. Redesigning a performance icon can be a hit or a miss. You either win or lose. In GT-R’s case, Nissan wins!

Competitions:
Audi R8 V10
Chevrolet Corvette ZR1
Ferrari 458 Italia
Porsche 911 Turbo
Porsche 911 GT2/GT3

OVERALL VERDICT FOR 2012 Nissan GT-R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 5/5

Overall rating: 4.5/5

2012 Nissan Versa

Vehicle: 2012 Nissan Versa SL
Price as tested: CDN$16298

Performance: Cheap car used to drive and feel cheap. This is the 2nd generation of Nissan Versa, which Nissan claims its the least expensive car which has a big car feel.

While the Versa has bought nothing new, when it comes to technological advacements to the table, consider its a basic transportation. Its powertrain has done more than its worth for its asking price. It all began with a rather sophiscated directly injected 1.6 liter DOHC 16-valve 4-cylinder engine with the usual variable valve timing and electronic throttle, all good enough to generate 109hp and 107 lb/ft of torque. A jump of 2 horses and reduce torque by 4. However, those who are looking for a basic appliance possibly won’t care about how much stallion going through the front wheels. What they really care is the fuel economy. Thanks to Nissan’s Xtronic CVT, this engine is able to get around 6 liters per 100km on the day average of testing, is very impressive. That’s especially true when you consider a loaded SL is weighting in just barely under 2500 lb. What is less impressive is how noisy this engine has to ranked up from south to 100 km/h. One has to listen to such a noisy racket for 11.5 seconds when accelerating from standstill to highway speed, which is rather annoying. Despite of its noise, this little engine is refined enough for highway speed, if its still busy at upper end of the rev range.

Handling: Given Versa’s basic transportation mode, one shouldn’t expect it to drive like a GT-R. That’s where we found it to be quite impressive given its pricepoint. While its nothing remarkable, dynamically speaking. Its balance of ride quality and confidence-inspiring driving experience should be fine enough for most of its target audience. Although it can’t compare to the likes of Honda Fit and Mazda2, which have charming dynamics to appeal to both enthuisasts and commuters alike. What the Versa provides is the fail-safe driving dynamics. While its narrow 15″ tires don’t provide much grip, body rolls feel rather pronounced and terminal understeer are not too far away. Its the ride quality which should make Versa appeals to those who are looking for cost-saving transportation mode. It rides with much more expensive car, when it comes to smooth out the roughness and frosties on the poorly paved roads. There aren’t exactly much feel and feedback going through its electric power steering, despite its quite responsive on its turn-in. The standard ESC certainly would serve well for those who are looking for active safety feature standard across the board.

Brakes: The standard active safety feature is another area which makes Versa attractive at such a pricepoint. Along with standard ESC, it has ABS standard across the board right from the S stripper right up to our loaded SL. The front discs, rear drums with standard ABS are able to provide decent enough stopping distance with good pedal feel all around. ABS has acted at the right time certainly added up to the points.

Interior: The original Versa’s biggest selling point was interior space. The same goes for its successor. With one more inch of rear legroom, Versa is not only offers the best interior space in its class. Its better than those of a Mercedes E-Class when it comes to rear legroom.

What is not impressed at all has to deal with its trunk layout. I don’t expect a 15 grand subcompact to have uninstrusive trunk hinges. However, I do expect it to have wider side sills and lower liftover point for luggage loading. The result is a trunk which has the opening of a letter box. Even if it has fold-down rear seats, it doesn’t help much neither.

The rest of the interior is typical subcompact. It got all the necessary items from a supportive cloth seats to user-friendly HVAC. However, there are seas of hard plastic across the dashboard and center console.

Conclusion: When the economy turns sour and everyone has less disposable income. A basic transportation like Versa makes so much sense. As it stands, it provides excellent fuel economy with class-rivalling interior space. However, its dorky looks might not be everyone’s cup of tea.

Competitions:
Chevrolet Sonic
Ford Fiesta
Hyundai Accent
Toyota Yaris
Kia Rio

OVERALL VERDICT FOR 2012 Nissan Versa
=====================================
Performance: 2.5/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 2.5/5

2011 Nissan Elgrand

Vehicle: 2011 Nissan Elgrand Highway Star
Price as tested: CDN$78000 (Estimated)

Performance: While the base Elgrand serves with Nissan’s QR25DE 4-cylinder, its the uplevel VQ35DE that is the engine of choice. Elgrand’s heavy curb weight of 1930kg certainly explains that. However, it has a willing 280hp and 275lb/ft of torque to move this beast through its paces. Consider Elgand’s physical dimension and weight, its acceleration and responsiveness are a delightful surprises. Then add to the fact that Nissan’s VQ35DE has always been judged as the world’s finest V6 engine. The throttle response is quick, without feeling abrupt. As a move towards economy, Nissan has changed Elgrand’s transmission of choice from traditional automatic to Xtronic CVT. While there are some who dislike CVT’s operational logic. We have always been fond of CVT’s utmost smoothness, efficiency and economy, especially when it has to carry Elgrand’s weight. It also explains why we got an average of 13L/100km which is very good for Elgrand’s segment of luxury minivan.

Handling: After Nissan changed Elgrand from FR to FF, it doesn’t detract any of its driving characteristics whatsoever although some has lamented its cost-cutting means. That said, Elgrand continues to set a very high standard when it comes to dynamic abilities for such a large minivan. The steering remains precise and responsive, even has nice feel and feedback without feeling any numbness as its rivals. Highway Star’s sports suspension is comfortably compliant when absorbing all the bumps and roughness. The sports suspension only changes the spring rates for more compliant ride, versus its rival’s softly sprung character. Push the Elgrand through corners, it feels confidence-inspiring while hiding its size relatively well. There are plenty of body rolls and understeer is pronounced. Thanks to eletronic stability control, its able to make Elgrand even more sure-footness. Its able to save Elgrand from rearing its ugly heads with its right intervention, which has always been a nice thing.

Brakes: Once again, consider Elgrand’s weight, its braking performance is much better than average. The stopping distance is commandable while pedal feels average at best. An upgrade to aftermarket brake discs wouldn’t amiss for any of this luxury minivans. On the other hand, ABS only intervenes when necessary.

Interior: Its hard not to mention the opulent interior appointment in any of these luxury minivans. The Elgrand continues to set standards when it comes to the level of materials and fit-and-finish. Both the leather and plastic materials are top-notch. You can get all the luxurious items one can possibly want, including a back-up camera.

Both the 2nd and 3rd row are provided by superb leather bucket seats, with aplentry of legroom and headroom.

Conclusion: The move from FR to FF doesn’t detract anything from Elgrand’s class-leading status. In fact, it has improved its 3rd row headroom and luggage space without losing its opulent character. Those improvements are enough to put Elgrand at the top of the list when it comes to this very segment.

Competitions:
Toyota Alphard/Vellfire
VW Caravelle
Mercedes R-Class

OVERALL VERDICT FOR 2011 Nissan Elgrand
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2011 Nissan Juke

Vehicle: 2011 Nissan Juke SL CVT AWD
Price as tested: CDN$26648

Performance: Nissan has added yet another crossover to their ever growing line-up. Juke is their latest offering to this hotly-contested segment. Given Juke’s status as a subcompact crossover, it doesn’t come as a surprise that its standard powertrain is a little 4-cylinder. In Juke’s case, its the 1.6 liter DOHC 16-valve with all the latest variable valve timing and direct injected technologies come with the whole package. What it differs from other crossover is the turbocharged build into this little 4-cylinder. That means the Juke has 188 ponies and 177 lb/ft of torque at driver’s disposal. Like other small turbocharged engine, there is a slight turbo lag when try to launch the Juke off-the-line. The torque feels only, well “enough”, given Juke’s curb weight. Once the turbo fully spools up, Juke’s little mill moves along smoothly and efficiently right from the mid to upper range. However, there is a slight buzz at the top of the rev range when pushed. In terms of refinement, this motor lives up to Nissan’s reputation on building one of the world’s best turbocharged 4-cylinders. However, all have been hammered down by Nissan’s Xtronic CVT. Just like the application in the recently launched Cube, its a noisy racket when accelerate the Juke from 0 to 100 km/h. One has to use the manumatic mode if you want to have a more pleasant acceleration. The manumatic mode is what all should use when driven the Juke. Unfortunately, its a pity it doesn’t come with paddle shifters on the steering wheel.

Handling: Juke has a relatively good AWD system, which is able to distribute power 50/50 front-to-rear before it detects any slippage. Then it begins to send power to where its been needed. When such a good system mated with the ready and willing stability control, which is able to control under and oversteer accordingly. It makes Juke a very nicely driven crossover to begin with. Although we weren’t fond of Juke’s chassis silibing, Versa and Cube, when it comes to dynamic abilities. Jukee’s dynamic qualities really have given us pleasant surprises. The electric power steering provides decent enough feel and feedback, on the other hand, its precise enough for most situations. There are safe understeer when pushed, as one expected from the crossover. Body rolls are well-controlled. The sports suspension is comfortably compliant to provide a comfortable ride without feeling harsh. When pushed the Juke through corners, its suspension is able to take a set before settles itself in nicely with composure. What really impressed me is the Intergrated Control or I-CON, which similar to Subaru’s SI-Drive, which control the thorttle mapping, steering wheel and shifting speed. The press of a “sport” button has given Juke an overall sportier driving experience. The steering feels sharper and more responsive. Throttle response more instant while transmission more eager to up/downshifting. On the other hand, all have done without losing the comfortable ride consumers expect from a crossover. But for most of the driving audience, leave the I-CON on “comfort” is more than enough especially for a softer, more cushioned ride.

Brakes: With 4-wheel discs and standard ABS, Juke has provided decent pedal feel. The stopping distance is short, while pedal feel is both capable and linear. There are always some lives to the pedal whenever driver nails it. The pedal feels solid and resist to any fades. ABS only steps in necessarily is another bonus.

Interior: Juke’s luggage area is very well layout. It all begins with a squared off sharp which is able to swallow anything into the cargo area, then add the fold down rear seats which are completely flat into the floor. One can basically put anything else into the Juke. If there is one drawback, however, it the rear glass should open independently. Sadly, it doesn’t.

The sports cloth seats inside the Juke is both supportive and attractive. It also has matched Juke’s sporty character perfectly. All the seats provide decent thigh and back supports. The instrumenation gauges are clear and analog, which stereo and HVAC placed in proper location for excellent ergonomics. All of them are initutive to use without too much time to figure out.

The rear passenger compartment is spacious for two passengers. The middle row feels cramped for third passenger, however, its decent enough for a short trip.

Conclusion: While Juke’s exterior styling is debateable, I have heard everything from “ugly” to “revolutionary” but nothing in between. Its level of feature content and driving experience are certainly far from being debateable. The Juke is both practical, versatile, affordable and comfortable. Despite of my criticism of its CVT, its surprisingly livable with manumatic mode. When you factor in the availability of a good AWD system, its hard to overlook Juke with its competitive price.

Competition:
Mini Countryman

OVERALL VERDICT FOR 2011 Nissan Juke
=====================================
Performance: 3.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2011 Nissan Qashqai+2

Vehicle: 2011 Nissan Qashqai+2
Price as tested: CDN$36800 (Estimated)

Performance: Even though Qashqai’s name is hard to understand, its performance figure definitely isn’t. The QQ is sourced by the same 2.0 liter 16-valve DOHC 4-cylinders with Nissan’s CVTC or their advanced variable valve timing technology. The result is this 4 banger is able to produce 139hp and 146 lb/ft of torque motivating a porky 3254 lb of metal. Despite of all those weight carries around, QQ is able to manage its performance accordingly. The engine is both a smooth operator during idling or when push through the rev range. What makes QQ’s performance so briskly thanks to the fact that Nissan is committing heavily into developing CVT or Continuously Variable Transmission. CVT is a neat concept which delivers both performance, efficiency and economy in a seamless way; as it doesn’t have torque converter which slips power away. In the case of QQ, it has a proper paddle shifters for those who want to control the rpm whenever its time to push the engine. Judging by the fact that Nissan Xtronic is one of the finest CVT in the market, it doesn’t get anything better than this. The throttle response is decently responsive without feeling too abrupt.

Handling: What makes the QQ so much fun-to-drive is the use of proactive AWD combining with the excellent dynamic stability control, then add a sporty-oriented suspension and rigid chassis. The end result is a crossover that handles more like a sports sedan than an SUV. The sports suspension is comfortably compliant when driven through all the patholes and roughness. In order to make QQ’s dynamic package more impressive, Nissan has sourced its springs from Sachs. Sachs is the famous spring producer in the automotive industry. When a large carmaker sourced specific springs for a crossover from a famed manufacture for producing sports springs, you know they are very committed to making QQ a truly sporty crossover. The spring rates are properly damped with all the sportiness one associates with Nissan’s upper market Murano, which is one of our favourite mid-size crossovers. The steering provides excellent feel and feedback, while its path-tracking abilities are excellent without losing all the sharpness. Thanks to the properly rated suspension and springs, the ride comfort is both supple and sublime. There are safe understeer when pushed, while body rolls are more than acceptable given QQ’s crossover status.

Brakes: With 4-wheel discs and standard ABS, QQ has managed to stop itself accordingly. The stopping distance is short while pedal always have some lives to it. The pedal feels firm and solid while ABS doesn’t step in unnecessarily is an added bouns.

Interior: Just like many of those compact crossovers with the 3rd row, its a either/or kind of affair. If you want proper luggage space, fold them down into the floor completely. The 3rd row, however, better leave for your worse friends as its simply a tortune to sit at the back.

When all the seats are folded, QQ’s luggage space has layout surprisingly well. With minimal side wheel intrusions and low liftover, QQ is able to swallow as many cargoes as your imagination does. Our 7′s extra dimensions over stanard QQ has added more space. At the back of the QQ, it has a washer/wiper to clean dirts out from the back glass. Its just the seams between the glass and body panel would attract as many dirts as possible. Another issue is the rear glass doesn’t open independently, which it should.

In the front, QQ is very well-equipped. Those leather seats are well-foamed with proper leg and thigh supports. All the controls right from auto climate control to stereo are very initutive. However, all have done with one big problem. And that’s the use of subpar plastic materials on the dashboard. Pity.

Conclusion: The QQ is definitely a worthwhile crossover to consider as a whole package. As it combines good looks, a very well-equipped interior and competitively priced. What seals the deal for me is how sporty it drives considering its 7-seater status.

Competitions:
BMW X1
Honda CR-V
Toyota RAV4
Hyundai Santa Fe
Kia Sorento
VW Tiguan

OVERALL VERDICT FOR 2011 Nissan Qashqai+2
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4.5/5

Overall rating: 4/5

2010 Nissan 370Z Roadster

Vehicle: 2010 Nissan 370Z Roadster A7
Price as tested: CDN$56498

Performance: When it comes to performance, you would never be disappointed with any Z. The same goes for its roadster version. VQ37VHR has always been known as the world’s best V6 engine, in Z’s guise, its no different than its coupe silbing. With 24-valve V6 DOHC and Nissan’s variable valve timing technologies called CVVTCS plus variable valve lift on intake valves, it makes this 3.7 liter a very flexible and fun engine. It all began with a peppy low-end torque with 270 lb/ft of torque, which is very healthy amount of torque arrives at 5200rpm. On the other hand, 332 ponies provide plenty of mid and upper ranges. All it delivers without losing all the breath when pushed it on top of the picture. Our tester comes with a 7-speed manumatic gearbox. This manumatic is as good as any manumatic as we have driven, as it matches this VQ37 perfectly thanks to excellent use of gear ratios. It also comes with paddle shifters for driver to down and upshifts. Unfortunately, Z’s paddle shifters don’t mount on the steering wheel. Nissan decided to mount on the column instead of the steering is a stupid move. When you turn the steering wheel, the paddle shifters should move altogether when driver urge to upshift after exiting a corner.

Handling: Z has always been known for balanced dynamic experience, its roadster version doesn’t disappoint. It all begins with a stiff and solid chassis, then mated with a superb-calibrated suspension and a sharp steering. This Z roadster has to be one of the best handling convertibles I have ever driven. The steering is not only sharp, its precise and provide exceptional driver feedback. Even though its sharp and precise, it won’t have all the twitches one expects from a full-out sports car. The same goes for Z’s civilized ride quality, which is comfortable on all the rough roads. The sports suspension absorbs all the patholes and expansion joints with ease. What it returns is a sports car that attacks corners with fun. I meant plenty of fun through the twisties without losing all the civilization. There is minimal body rolls while under and oversteer are minimal. The best of all, Z’s Vehicle Dynamic Control is an uninstrusive type which means it won’t step in unnecessarily. To wrap up Z’s overall dynamic package is the lack of cowl shakes so commonly known in convertible. All feel very solid and well-planted even on railroad tracks.

Brakes: With 4-wheel discs and standard ABS, Z roadster stops as good as it drives. The stopping distance is short and while pedal feels linear. The pedal feels sharp and solid, on the other hand, ABS only steps in necessarily when needed.

Interior: Slip inside the Z roadster, it finally receives all the interior materials and fit-and-finish that it deserves in day 1. Not too long ago, 350Z was infamous for its cheap interior with poor workmanship. The new 370Z comes with nice classy plastic materials with tasteful aluminum trim pieces on the center console. The orange leather sports seats hug both driver and passenger comfortably while attacking corners. It is also a tasteful mix to the rather somber black dashboard.

The trunk space is enough for 2 persons on a weekend trip. No more. No less. However, the antenna on top of the trunk just detract the whole Z’s styling. What a pity. :(

Conclusion: The new 370Z roadster is not only attractive when it comes to its dynamic abilities, its most attracting factor has to be its price point. There aren’t many roadsters offering the same kind of performance and dynamic capabilities for those priced above, let alone at less than 57 grand. Now that’s what we called bang-for-the-buck.

OVERALL VERDICT FOR 2010 Nissan 370Z Roadster
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.25/5

2010 Nissan Altima sedan

Vehicle: 2010 Nissan Altima 2.5S sedan with CVT Pkg and Luxury Pkg
Price as tested: CDN$27498

Performance: With the Altima, you can either opt for a hybrid or V6. Or like most consumers who decided to opt for the 2.5 liter 4-cylinder 16-valve DOHC engine as our tester. This VQ25DE has been proven as a smooth operator no matter its lower or upper in the rev range. Both the engine flexability, NVH and refinement are certainly up to the high standard in this competitive segment. With 175 horses and 180 lb/ft of torque going through Nissan’s excellent Xtronic CVT gearbox, which we think it has to be one of the world’s best CVT. It makes Altima for an enthuisastic launch off-the-line without annoying engine noise one associates with lesser CVTs. The best thing about the Xtronic is the efficiency provides. Its not only silky smooth, with the Altima, it has manumatic mode so that driver can shift it manually through the rev range. When it comes to CVT’s efficiency, smoothness and refinement; Nissan Xtronic only has to take a slight backseat to our favourte CVT which is Audi Multitronic. Combined both such an excellent CVT gearbox with a nice powertrain, its able to move Altima’s 3212 lb with authorty off-the-line.

If you think 175hp and 180 lb/ft of torque is just not enough, there is always a VQ35DE available. With 270hp and 258 lb/ft of torque, the Altima really drives like a wind. The level of refinement and flexability are simply world-class. Not to be exaggerated but Nissan’s VQ engine series has always been judged as the world’s finest V6. And it deserves no less. :)

Handling: One of the most delightful traits of Altima is its dynamic qualities. The latest revision certainly live up to its reputation as a great driving car. Every nicely driven car has to begin with a strong and solid chassis. In Altima’s case, its completely lack of anything called cracks and rattles. The latest Altima has solved the sole common complaint of outgoing car’s rather bouncy ride quality. Our tester rides as good as anything else in its class. It absorbs all the bumps and roughness with ease without a single complaint. In fact, its ride quality is exceptional without losing to its handling experience. When it comes to handling, the suspension is comfortably compliant. Its firm enough without being rough thanks to well-caliberated spring rates and suspension geomerty. On the other hand, the steering provides plenty of driver feedback. Both the feel and feedback are excellent, with one of the most precise steering in this class of cars. Another area worth mentioning is the standard VDC or Vehicle Dynamic Control. Not only this system is an uninstrusive one, it also acts as a guardian angel whenever driver rears its ugly head. There are slight body rolls and safe understeer whenever the Altima is pushed, which is a common dynamic trait among the field of family sedans. Dynamically speaking, Altima’s handling run rings around class-leading Mazda6 and Honda Accord.

Brakes: With 4-wheel discs and standard ABS, the latest Altima provides surprisingly sure-footness pedal feel and feedback. The brake pedal always feels alive when press into the metal. ABS doesn’t step in unnecessarily. It doesn’t generate any fade after a couple of hard stops. In short, an excellent braking system overall.

Interior: If you remember the previous generation Altima, the use of materials and fit-and-finish were simply lackluster. The latest generation Altima has solved that much criticized issue. All the plastic materials are on par with anything else in its class. There are plenty of soft-touch plastic on top of the dashboard to the center console, even the velour seats don’t feel cheap as those early ones. The center stark is nicely layout, with stereo placed on top of the climate control. All the switchgears have a tactical, high-quality feel to it. Even when we driven over some patholes and railroad tracks, we don’t detect any rattles and cracks as in earlier Altima.

There are plenty of head and legroom for the rear passengers in the Altima, for both short and long trips.

When it comes to cargo space, there are plenty as long as you can access. If Nissan consider the back as one of the doors access into the trunk, it needs a proper handle. Until then, you can either enter the spacious trunk through the use or remote keyless or interior release button.

Conclusion: Even with the fierce competitions from Honda, Toyota, Mazda, Ford and Chervolet; Nissan remains able to hold its own thanks to the excellent Altima when it comes to sales volume and bottom line. The latest revision just makes a great car even better. As it combines good looks, excellent performance and nice driving dynamics. It is also represents a lot-of-value when it comes to standard features.

OVERALL VERDICT FOR 2010 Nissan Altima sedan
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4.5/5

Overall rating: 4.25/5

2009 Nissan Cube

Vehicle: 2009 Nissan Cube 1.8SL with Technology Pkg
Price as tested: CDN$22998

Performance: Given the fact that Cube shares the same platform as Versa, it doesn’t come as a surprise that they both share the same powertrain. Its the 1.8 liter DOHC 16-valve 4-cylinder with Nissan’s variable valve timing called CVVTCS. While this engine has decent refinement and flexability, as one expects from Nissan’s engineering prowess, which is able to produce some great engine like VQ engine series. This 122hp mill just isn’t able to move Cube’s 2842 lb with authority. Thankfully, 127 lb/ft of torque has created more than adequate performance when move the Cube off-the-line. On the other hand, without Nissan’s renowed Xtronic CVT. This engine would definitely be shoot down when it comes to power department. The CVT really gives this Cube a more than adequate move consider its status of life as a lifestyle boxy car. If not, it would be simply a sluggish box on wheels with poor aerodynamic. The seamless feel has created a luxurious feel during acceleration without all the power loss from traditional automatic gearbox with torque converter. Its a smart move from Nissan to make CVT across the board, while making this Cube delivers the power that it should be.

Handling: For those who have read our earlier reviews with Versa, we weren’t fond of its dynamic abilities right from day 1. Surprisingly, Cube has given us a bit of a surprise, dynamically, simply because Nissan has positioned it as a box car. The rather tall driving position has created a sense that you are driving on instead of in the car, as one expects from all of these box cars. But Nissan has managed to create a rather sure-footness feedback from the chassis and suspension, which are unfound in its Versa silibings. The suspension is able to absorb all the roughness and washboard pavements with ease, without much complaining. It is soft enough to cruise along the beach to show your “box car lifestyle” while having enough firmness to control body motions. The steering has more than acceptable response but the off-center feels a bit numb, on-center is about average. There are quite amount of body rolls and understeer is pronounced, once again, all expected from a box car.

Brakes: Cube comes standard with front discs, rear drums and standard ABS. We have to give credit for Nissan offering ABS as standard feature across the board, which is a great move. On the other hand, this ABS system is one of the better offered in the market. As it won’t rear its ugly heads until its absolutely necessary. The pedal feel and modulation are capable even with Cube’s heavy cube weight.

Interior: Its very obvious that Nissan has engineered Cube for North American market, right from the tailgate. Unlike many of those side hinged tailgate, which opens on the wrong side of the road. Suzuki is the biggest offender with their Grand Vitara. Nissan has put the tailigate hinge on the left side, so that when its opened. Both the hauler and the cargo are facing the sidewalk instead of all the cars passing by. While the floor is generally flat in the Cube, we just can’t accept the fold-down rear seats have that 2 inch seats up above the rest of the floor. This has been a much criticism in the Versa, the same goes for the Cube. There are 2 other pet peeves with Cube’s cargo area layout. The 1st one is the high liftover, which is as high as the fold-down rear seat. Another area is the rear glass doesn’t open independently from the tailigate.

The rest of the interior is as hippy as the exterior. Everything else from the instrumentation gauges to dashboard are very trendy, very match with the box car culture. Unfortunately, the rest of the interior continues to stuck with some cheap and nasty plastic. As for instrumentation, the fuel and temperature gauges lighted up in orange tend to wash out during sunlight. To make it even worse, it washes out even more when wearing sunglasses. Not only Cube, Sentra and Rogue have suffered the same design issue.

As with all box car, there are plenty of headroom for both front and rear passengers. The rear legroom is more than acceptable given Cube’s size.

Conclusion: The Cube is a surprisingly good little car. It got a good amount of space with abundance of standard features, along with Nissan’s good reputation for building reliable transportation. Just be patient with its acceleration when its time to show off your hip box car lifestyle. :)

OVERALL VERDICT FOR 2009 Nissan Cube
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2.25/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 2.75/5

2009 Nissan Teana

Vehicle: 2009 Nissan Teana 2.5 Deluxe
Price as tested: HK$309800

Performance: Unlike the Altima available on Stateside, which is motivated by a 4 and a V6. Teana, which only available in Asia, are available with V6s. You can opt for the optional VQ35DE in the flagship model. Or just stay with the VQ25DE as with our tester. As with all VQ we have driven before, this engine series to be considered as the world’s best when it comes to refinement, smoothness, quick and NVH level. Nissan has done an exceptional job when it comes to balance off all aspects of VQ engine, this VQ25DE is no exception. With CVTC variable valve timing, DOHC and 4-valve per cylinder; this engine is able to squeeze 182hp and 185 lb/ft of torque. While top end has certainly improved over the previous VQ20DE and VQ23DE previously resided in Cefiro, it still doesn’t feel as eager as its larger displacement silibings. What it really shines is 185 lb/ft of torque available with 4000rpm. Combined with Nissan’s proven Xtronic CVT, it really makes Teana a superb highway cruiser. We also have to mention Xtronic is one of the world’s finest CVT, about as good as Audi’s Multitronic which is the world standard. The Teana takes off in a serious manner thanks to decent throttle response even if the CVT doesn’t have manuatic mode.

Handling: Teana shares the platform with both Altima and Maxima, which means it begins with a very good fundamental. What it really surprise is given how softly sprung the Teana is, it remains as composed and civilized through the corners. The ride comfort is simply outstanding in the Teana. Although it feels soft and floaty, it never makes the driver feels lack of confidence thanks to its good calibrations of suspension. It actually exhibits level of confidence unseen in such a softly sprung cars before. However, we wish to see more suppleness dials in the suspension for more European-like ride quality. Teana’s level of softness feels more like a Lexus than a Mercedes. When pushed, body rolls are pronounced and understeer surfaced right before entering the limits. Steering has decent response but feels rather vague, its quite linear though. Nissan’s Vehicle Dynamic Control works well for controlling understeer and oversteer in the Teana, which is a godsent given how soft this vehicle is.

Brakes: Teana’s 4-wheel discs and ABS provide equally confidence-inspiring braking feel despite of all its softness. The brake dive is well-controlled thanks to its great set of Electronic Brake Force Distribution or EBD. The pedal feel and modulation are balanced, with ABS only steps in necessarily.

Interior: What makes the Teana stands out in sea of family sedans is the interior comfort and ambience. Everything else is engineered for true comfort right from the wide, comfortable seats to the console that has a tasteful wood-trim finishes. With power seats and tilt/telescope steering, anyone can find a comfortable driving position easily.

The backseat is equally spacious with plenty of head and legrooms. Teana got a limo-like legroom which is a rarity in this class of family sedan.

At the back of the Teana, it got trunk hinges that are boxed in without hitting any cargos. While the trunk opening is wide and liftover is acceptable, the area between the top of the trunk to the sills are just too narrow.

Conclusion: If Nissan is able to bring the Teana 3.5 as an Infiniti I35, this car will definitely be a contender in a comfort-oriented luxury sedan segment currently dominated by the Lexus ES350. It also proves how good this Teana 2.5 already is when it comes to balance of all aspects. Its really is a very nice package.

OVERALL VERDICT FOR 2009 Nissan Teana
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Nissan Versa sedan

Vehicle: 2009 Nissan Versa sedan with automatic transmission pkg, convenience pkg and ABS pkg
Price as tested: CDN$17123

Performance: There is no better time to introduce a base model with an entry-level compact during economy downturn. Nissan decided to decontent the Versa sedan with a 1.6 liter instead of hatchback’s 1.8 liter, while cutting some of its standard features and left it as an option. But there is a catch, which we will tell you later on.

Instead of using the 122hp 1.8 liter as its hatchback silibing, Nissan decided to source the 1.6 liter from across the shore. This 1.6 liter has 107 ponies and 111 lb/ft of torque, in relative to 1.8 liter’s 122hp and 127 lb/ft of torque. While we were terribly unimpressed with that 1.8 during our initial test drive with Versa a couple of years ago, this 1.6 liter is just add forst to the snow. This 1.6 liter continues to feel unrefined and noisy when pushed, also feel rather gutless on low-end pick-up. The most fortunate fact of the whole powertrain combination is the use of 4-speed automatic, which won’t create as much noise as its Xtronic when pushed hard during acceleration. But anything is in relative to price, especially when Nissan considers this as the “recession edition”. When you factor in the base price of this Versa sedan, all those rough and noisy engine notes have become forgivable. The 4-speed automatic, on the other hand, has a low enough gear ratio for 1st gear during acceleration. Its surprisingly comfortable with high gear ratio for 4th gear while 2nd and 3rd are spaced out enough in between. Even though Xtronic is an efficient combination due to its gearless CVT, we actually find the 4-speed automatic a more refined choice for the Versa.

Handling: Versa’s dynamic qualities have never impressed us. Its soft suspension combines with tall center-of-gravity have made Versa drives more like a minivan than a compact. There are just too much body rolls, which already exaggerrated with its tall driving position. The soft suspension has added insult to the injury during process. The standard 15″ wheels won’t helped neither. Understeer is the name of the game whenever you start to push the vehicle. Steering feels darty and numb, without any feedback. The best attribute of this Versa is the ride quality. In the hatchback, we felt choppy and ungainly. The smaller wheels actually help it improves the ride comfort.

Brakes: Despite of its so-called affordability, Nissan is stupid enough to offer an ABS package. That package alone adds $500, plus you have to add that additional $1 grand for convenience package to get it. Criticism aside, Versa’s front discs and rear drums provide better than average pedal feel. The stopping distance is acceptable while ABS, as so equipped, acts at the right time at the right place.

Interior: Versa’s best attribute has always been its spacious interior and decent use of materials. In this Versa, however, you have to add $1 grand to get all the necessary features. Without that convenience package, Versa sedan only comes with a steering wheel and an engine. This package adds power windows, locks, mirrors; a stereo, a clock and air conditioning. When you add both ABS and convenience package, along with auto transmission package; all of these are going to add up to $17 grand. That price is enough to get a better Versa hatchback with 1.8 liter engine.

Conclusion: Although Nissan has responded to the economy downturn with the introduction of a decontented Versa sedan, it doesn’t offer as much value as one expected. As we have mentioned earlier, the base car only comes with a steering wheel and an engine for $12 grand. Add up all the features, then it becomes poor value with $17k. What a pity!

OVERALL VERDICT FOR 2009 Nissan Versa sedan
=====================================
Performance: 1/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2/5
Value-for-money: 2/5

Overall rating: 2/5

2009 Nissan 370Z

Vehicle: 2009 Nissan 370Z Touring Coupe M6 with Sport Pkg and Navigation Pkg
Price as tested: CDN$48133

Handling: Right on the heels of Nissan’s recently launched GT-R, Nissan starts another strike into a more affordable sports car. With the new Z, it shares the same platform as the well-received Infiniti G37, which has always been a good thing to begin with. As this platform is famous for its level of rigidty and stiffness, which is a perfect base for a great sports car. Z continues its tradition of being an entertaining trait thanks to rear-wheel-drive’s perfect 50/50 weight distribution and an excellent suspension calibrations. The result is a sports car that feels every inch a “Nissan Z”. Z’s nimble dynamics and docile character have left nothing but intact in their latest redesign. The result is a sports car that handles like a dream. The steering is sharp and precise with a balanced feel. On the other hand, Z doesn’t feel as uncivilized as its more expensive GT-R silibings when it comes to ride quality. Z rides comfortably thanks to its compliant suspension which absorbs bumps and roughness with ease. Its Teutonic firm but far from being harsh. It is actually a sports car that one can live with it on a daily basis. On the other hand, body rolls are minimal. Oversteer and understeer are easy to control. Not to mention Z’s Vehicle Dynamic Control has done a wonderful job of being uninstrusive, without giving up when driver starts to rear its ugly heads. A very nice package indeed.

Performance: As with its designation suggests, the new Z has upgraded from a 3.5 to 3.7 liter based on the same VQ family. This VQ37VHR is nothing short of amazing when it comes to deliver silky smooth power with refinement and quality to boot. Its latest upgrade of “High Response” has addressed previous VQ’s biggest shortfall, and that’s the lack of top end performance. That’s thanks to Nissan’s advanced variable valve timing system called CVTC. With 332 ponies and 270 lb/ft of torque at driver’s disposal, Z has brisk response on every rpm. While on low rev, its impressively quick as its 270 lb/ft of torque delivers mostly at 5200rpm. Its the mid-range that is most impressive. Mated to this motor is 6-speed manual gearbox. The throws are short and gates well-defined, on the other hand, the clutch has a perfect bite point. Nissan’s innovative SynchroRevMatch feature has done a good job on matching the right rpm at the perfect gear, which is a godsent when playing heel-and-toeing on the track.

Brakes: Although its sad Nissan has dropped the Brembo brake kit in flavor of OEM ones. Z’s braking performance remains impressive. With its large 4-wheel discs and standard ABS, Z is able to complete lots of hard braking without any fades. The stopping distance is short while pedal feel solid. The modulation point is easily found. ABS’s intervention also steps in at the right time.

Interior: After years of cheap interior that is filled of hard and nasty plastic pieces, Nissan has gone for a much efforts with latest Z redesign. The result is the interior material quality and workmanship that are finally on par with its competitions and its price tag. There are enough soft-touch plastic on the dashboard with thicker leather for its awesome side and thigh support. The only drawback is the information gauge on the left side of the instrumentation tends to wash out during sunlight.

Conclusion: The new Z will continue Nissan’s tradition of building an affordable sports car that is as capable on track and as civilized on daily driving. With the current Touring that is already walked the outgoing 350Z’s Track Package, just imagine how sweet will the upcoming Track Edition. :D

OVERALL VERDICT FOR 2009 Nissan 370Z
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Nissan Maxima

Vehicle: 2009 Nissan Maxima SV Sport with Xtronic CVT
Price as tested: CDN$39950

Performance: Nissan claims Maxima has got back its “4 door sports car” mojo with its latest offering. Any good sports sedan has to begin with a proper engine. The new Maxima is no exception. It all begins with Nissan’s legendary VQ engine series. With its latest iteration, its a 3.5 liter V6 24-valve DOHC, or what we usually referred to it as VQ35DE. It has got all the latest advancement in variable valve timing on both intake and exhaust valves for better engine breathing. It has 290 horses and 261 lb/ft of torque at driver’s disposal. As one of the world’s finest V6 powertrains, its level of refinement is simply top-notch. Nissan’s renowed control of NVH, smoothness and flexability in their legendary VQ engine series remain intact in their latest example There are plenty of low-end grunt, as witnessed by its 261 lb/ft of torque arrives at 4400rpm. All this power is put through Nissan’s Xtronic CVT. Xtronic has always been considered as one of the best CVT available in the market. In Maxima’s case, it works equally well. Driver can also control which articial gear they are in with the steering wheel mounted paddle shifters. The level of seamless gearchange match decently with Maxima’s supposedly luxury character, as suggested by its MSRP. While the mid-range is equally potent with 290hp, VQ35DE has always been felt short on the high rpm.

Handling: Based on the modified and upgraded chassis shares with the Altima, Maxima has a good foundation to build itself on. With our SV Sport tester, it got stiffer suspension and rebound damping, larger front and rear stabilizer bars for more spirited driving experience. For a high-powered front-driver, Maxima still exhibits the same nasty habit as its predecessor. Putting 290hp through the front wheels isn’t a good idea. It has been a heavily criticized dynamic trait in its predecessor, although it got slightly improved, it doesn’t take away the fact that it is an overpowered front-driver. Another dynamic deficit is the amount of understeer when pushed. No matter how hard Nissan engineers have tuned the suspension and rebound damping.

Its not that Maxima is a completely handicapped handler. Its safe understeer is easy to control for 99% of driving population than its rear-drive peers. The steering provides familiar steering feedback and precision we have used to Maxima nameplate. With Maxima’s dynamic deficit, it isn’t hard to understand why its stability control has acted like madness when its start to get understeer and oversteer. Ride comfort is what makes Maxima stands out. It absorbs all the bumps and patholes with ease. It actually rides like more like a luxury than a sports sedan.

Brakes: With 4-wheel discs and standard ABS, Maxima provides good braking feel and stopping distance. Its brake assist doesn’t grab driver’s right foot before ABS activates. On the other hand, ABS only steps in when necessary.

Interior: Maxima’s interior is decently layout. With stereo placed above automatic climate control for easy access. The instrumentation gauges are clear and analog. Those leather seats are comfortable with good side supports. While the amount of cheap plastic has been mostly eliminated in Maxima’s cabin, we still find some nasty pieces around the center console and door panels. It is much better than before, unfortunately, still far from being class leading.

Although the Max got 60/40 split fold-down rear seats, it doesn’t take away the fact that it got a high liftover, narrow opening and tight side sills.

Conclusion: Maxima was the crown jewel of Japanese sports sedan when it first incepted in 1976. It was fast, it was fun, it has lots of bang-for-the-buck and it had great build quality. This title was completely tranished when the previous generation Maxima debuted in 2004. So it begs the question, can Nissan bring its mojo back with the 2009 version? I don’t think so. It just doesn’t have the soul and spirit that made Maxima stands out above the crowd. Its 290hp VQ35DE does provide silky smooth driving experience. But it doesn’t feel as capable as its forebears nor its peers. Its sad to see Nissan has sold the soul of its once sports sedan icon completely.

OVERALL VERDICT FOR 2009 Nissan Maxima
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.5/5

2009 Nissan Murano

Vehicle: 2009 Nissan Murano LE AWD with Technology Pkg
Price as tested: CDN$50448

Performance: Underneath the Murano’s bonnet is a familiar face. Nissan’s tried-and-true, excellent VQ35DE continues to power this soft-roader with ease. With 265 ponies and 248 lb/ft of torque, power has never been an issue. Its also one of the world’s most refined and smoothest V6 available. Its eager to response in low rpm but fall slightly short over on high rev, as this motor is designed for providing generate low-end torque in Murano’s application. It matched with one of the world’s best CVT gearbox, Nissan’s Xtronic, which is both efficient and effective. In the Sentra SE-R, we weren’t fond of CVT’s existence in a sports compact. However, in a Murano, its a perfect match because of its efficiency and level of smoothness. The best aspect of driving a CVT is the amazing fuel economy it generates, even in an SUV as a Murano, which is close to 4200 lb. Throttle response is linear and this CVT has engineered to have a bit of a gear changing sensation for those who haven’t got used to stepless tranny.

Handling: Consider Murano is based on the sporty Altima platform, its no surprise its the sportiest soft-roader in its class. While understeer and body rolls are expected, Murano provides the most reassuring and confidence-inspiring driving experience among its peers. The steering is sharp and precise, with plenty of feedback. Suspension is firm and supple without the bouncy ride once experienced in its predecessor. All those choppy ride quality have gone for cushy one. Even though its AWD system is a reactive one, which means it only starts to appear once the system detects a slippage in one of the offending wheels. It works exceptionally well under snowy, slush and freezing rain. Nissan’s VDC, or Vehicle Dynamic Control, continues to provide sure-footness active safety when the driving gets nasty. It only acts at the right time without being instrusive, even under such a poor weather. In a nutshell, Murano continues to be the most fun-to-drive soft-roader in its segment.

Brakes: The 4-wheel discs with standard ABS provide impressively under the poor weather. We managed to give a couple of hard stops under the freezing rain on the slush and ice, its completely fade-free. ABS only performs its trick at the right moment, while Brake Assist doesn’t grab your right foot ridiculously.

Interior: Nissan designers are smart enough not to adapt a 3rd row seat at the back of the Murano, in order to make more room for both rear passengers and cargos. Instead of cramming a tight 3rd row seat like its peers, Murano’s cargo space is both versatile and well layout. The storage underneath the flood is well-carpeted and divided for different items. When you need more cargo space, you can just flip it down using the handle on the side. When its time to flip them back, just push the auto button and it returns to the original position automatically.

When it comes to interior materials and fit-and-finish, all those questionable plastic finally gone for good. Instead of having the cheapest interior in its class, Murano has become one of the best interiors. Along with clean instrumentation gauges, effective auto climate control that generate heat amazing and comfortable leather seats. Nissan also provides an infotainment center that stored all the necessary informations at the touch of a fingertip. Unfortunately, it tends to wash out under sunlight as with other center positioned infotainment centers.

Conclusion: The new Murano is truly an impressive package. It got both pace and grace with a sense of quirkness. We are also glad to see Nissan has finally revealled itself with it comes to building the proper interior. If you are looking for a mid-size soft roader, Murano should be on the top of your list.

OVERALL VERDICT FOR 2009 Nissan Murano
=====================================
Performance: 4.75/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4.5/5

Overall rating: 4.75/5

2008 Nissan Rogue

Vehicle: 2008 Nissan Rogue SL AWD with Premium Pkg, Technology Pkg and Leather Pkg
Price as tested: CDN$37198

Performance: Even though Rogue replaced the now-deficit X-Trail compact SUV, its still powered by the same powerhouse. Its the same QR25DE, which has 170 horses and 175 lb/ft of torque, at driver’s disposal. This engine, however, isn’t known for refinement and upper rev performance, even when it first debuted 5 years ago in Altima. However, 175 lb/ft @ 3900rpm has given it plenty of get-up-and-go when a driver needs to. Thanks to Nissan’s Xtronic continuously variable gearbox. This engine has given a health of efficiency and response when one needs to push it enthuisastically. This combination has given Rogue decent fuel economy, during our day of testing, we average a 9L/100km which is exceptionally good consider it weights close to 3500 pounds.

Handling: Rogue is based on the same chassis as the Sentra. Even though we felt completely disappointed with Sentra’s dynamic abilities, even with performance-oriented SE-R Spec-V. Rogue’s driving experience is much better than expected for a soft-roader. Although the electric power steering feels featherweight and lack of feel, its response is acceptable. Rogue’s AWD system is a 50/50 until it detects slippage, which is efficient and effective during Vancouver’s rainy October. The Vehicle Dynamic Control, or what Nissan’s name for stability control, works well with its AWD system. Whenever a driver has got into nasty after all the power sent through 100% to the offending wheel, the VDC will kicked in before it rears its ugly head. Both body rolls and understeer are as expected in a soft-roader. As for the ride quality, it rates as one of the better ones in the segment. It absorbs all the roughness and expansion joints with ease.

Brakes: With 4-wheel discs and standard ABS, Rogue’s pedal feel is much better than expected. Both the stopping distance and pedal feel are better than average. ABS works effectively and efficiently, without kicking in abruptly.

Interior: Slip behind the wheel of a Rogue and you never forget its a Nissan. Why? The amount of cheap and hard plastic on the dashboard and door panels certainly keep its “tradition” intact even though Carlos Ghose has promised to improve its interior from time-to-time. If only the Rogue has the same kind of materials and fit-and-finish as the less expensive Tiida. The leather material feels more plasticky than many of those leatherette, although both front and rear seats are comfortable. The ergonomics are excellent thanks to stereo placed above the climate control.

On the other hand, the rear 3rd quarter view is similar to the visibility-challenged FX and Murano due to its swallow D-pillars.

Despite of its, yet another, swallow E-pillar cut-off. Rogue’s cargo space is better than average thanks to its 60/40 split fold-down rear seats.

Conclusion: When X-Trail introduced back in 2005, we were surprise it sold relatively well given its age in worldwide market. We also recognized its a stop gap model before an all-new soft-roader arrives a few years later. Rogue’s styling, however, is a much more controversial one compares to the understated X-Trail as it developed during the Renault era. Its styling certainly won’t appeal to conservative type of buyers who are shopping for Tucson and CR-V. On the other hand, it will serve well for those who can’t afford a “Roger Rabbit” Infiniti FX.

OVERALL VERDICT FOR 2008 NISSAN ROGUE
=================================
Performance: 3/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2.5/5
Value-for-money: 2/5

Overall rating: 3/5

2008 Nissan Altima Coupe

Vehicle: 2008 Nissan Altima Coupe 3.5SE with Xtronic CVT pkg and Premium Pkg
Price as tested: CDN$36698

Performance: The Altima Coupe, just like its popular sedan silibing, is available with 2 engines. The base engine is VQ25DE, which is good for 175 horses and 180 lb/ft of torque. This powerplant is more than enough for most daily driving thanks to its maximum torque arrives at 3900rpm. Although its not as refined as its competitor’s 4 bangers, it got its job done pretty well. The optional engine is Nissan’s excellent VQ35DE. Without a doubt, this has to be the world’s best V6 powerplant. Unlike the QR; VQ is refined, smooth and flexible at any rpm. Its also surprisingly quiet when its needed. In Altima’s application, VQ35DE has 270hp and 258 lb/ft of torque. Power has never been an issue with VQ, so does this one. There are just plenty of torque at low rpm without losing the drama at high revs. Nissan’s CVVTCS, or what the rest of the world called variable valve timing, helps in this regard. Throttle response is quick and linear.

The only problem is the transmission. While I have always been a huge fan of CVT, or Continuously Variable Transmission, it doesn’t seem to mate well with Altima Coupe’s sporting intentions. While we reviewed Sentra SE-R Spec-V, we already questioned how Nissan is going to communicate with consumers on CVT for an econosport. Its even harder to convince consumers CVT is the proper way to go in a touring coupe with sporty intentions. Yes, Nissan’s Xtronic is an efficient one that works relatively well with both QR25DE and VQ35DE. Xtronic’s character produces refined and sporty drive thanks to manumatic mode. The fuel economy is impressive when combining VQ and Xtronic together. The issue is Nissan has never known for innovations in the past, by “past” I meant since Renault purchase. Its a difficult task to promote CVT with a sports coupe in the same sentence. However, if you are going with its standard 6-speed manual gearbox. Prepare for a clutch that has an unprogressive grabbing point and a long throw shifter. CVT would be the better solution if you are considering an Altima Coupe, the same goes for sedan too!

Handling: Since the introduction of the 3rd generation, Altima has always been regarded as one of the better handlers in its class. With the Altima Coupe, Nissan has taken one step further. The steering is sharp and precise without being too twitchy on the highway. There are plenty of feedback without losing its light precision. As expected from a touring coupe, there is a safe understeer and body rolls are well controlled. The VDC is a fairly uninstrusive type which is a godsent. Best of all, it rides as good as anything else in its class. Nissan engineers finally cured previous Altima’s torque steer in V6 version. For a front-drive touring coupe, Altima is one of the best drives in this segment.

Brakes: With standard 4-wheel discs and ABS, Altima’s braking prowess is as good as its dynamic abilities. The stopping distance is short while pedal feels solid.

Interior: The backseat legroom is spacious for a sports coupe. However, C-pillar has cut some of its headroom.

The use of materials have been improved over Nissan of previous years. However, there are still plenty of hard plastic in major and minor areas along the dashboard and door panels.

The gauges are clear and analog. With stereo placed above the automatic climate control, one doesn’t need to take the eyes off the road while adjusting them. ACC works relatively well during the hot weather. It quickly detects the outside tempeature while adjusting the interior temperature for maximum cooling. The leather seats are well-foamed and comfortable.

Conclusion: With the introduction of the Altima Coupe, Nissan finally have an affordable entrant into the sports coupe market. It has nice powertrains, handles relatively well, seats 4 comfortably and priced competitively. Best of all, this is the first front-drive sports coupe that I have driven that gives Accord coupe a-run-for-its-money.

OVERALL VERDICT FOR 2008 NISSAN ALTIMA COUPE
=======================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 3/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4/5

2007 Nissan 350Z Roadster

Vehicle: 2007 Nissan 350Z Roadster A5 with Grand Touring Roadster Package
Price as tested: CDN$57848

Performance: The highlight of this facelifted Z roadster has to deal with its powerplant. Nissan’s VQ35DE has always been considered as the world’s best V6 engine. This year, Nissan is able to make the best V6 an even better engine. With the new designation VQ35HR. HR stands for High Response. This means Nissan engineers have improved the exhaust, intake manifold and reprogrammed the ECU for better high revving character. Nissan’s CVVTCS variable valve timing certainly helps in this regard. In the past, VQ35DE tends to be a little breathless when revving it pass 6000 rpm. With the new HR, this engine basically runs as strongly up north as in the bottom end. Its 268 lb/ft of torque makes Z feels even more edgier down low, even with our tester’s 5-speed auto transmission. On the other hand, 306 horses certainly make it a leisure cruiser on the highway with the roof opens in sunny day. If Nissan is able to make the manumatic works smoother, it would be an even better use of the powerplant. In a nutshell, this gearbox is good enough for a convertible. But if you are going for a 350Z coupe, its sweet 6-speed manual is a must.

Handling: The current Z has been renowed for its balanced handling thanks to its stiff chassis and 50/50 front/rear weight distribution. It doesn’t disappoint us a single bit even if it loses its roof. The chassis is very well balanced and sporty. Turn-in is sharp and precise, without any hesitation when doing left-and-right transitions. Steering follows this lead as there are plenty of feedback. Its level of precision and responsiveness rank alongside the best sports cars from Germany. Our tester comes with Grand Touring Package, which means it also comes with Vehicle Stability Control or VSC. The beauty of this system is its level of uninstrusiveness. It won’t step in too early as with some of its rivals. That makes Z’s FR character even more obvious as there are much oversteer fun when pushed. However, as with many current sports cars. There is safe understeer as the initial 1/10 to 3/10 before oversteer starts to appear. Its ride quality is compliant as it absorbs roughs and bumps decently. Unfortunately, there is one huge disappointment. The level of cowl shakes on uneven pavement is very obvious, even more so on railroad tracks. Given this platform is stiff enough, we think Nissan has cut corners when developing the convertible. This alone would take away some fun when pushing 350Z enthuisastically, as cowl shakes usually sacifice some performance.

Brakes: Its braking performance rates as one of the best I have ever tested. The brake pedal provides excellent feedback and modulation. The stopping distance is short while brakes don’t show any fades after couple of hard stops.

Interior: Slip behind the wheel and you won’t be surprise that Z is built up to costs. There are plenty of cheap and shiny plastic on the dashboard and door panels. Leather quality certainly not of the highest quality, as it feels more plastic than those leatherette. You won’t be able to find a glovebox but there are enough cubbyholes for your belongings. Some of the cubbyholes, however, have poor design that make an operation difficult. The instrumentation gauges are clear and analog, so does the effective climate control and stereo. Unfortunately, we are able to shake the whole dashboard from left to right on our tester with 300km on the clock. That’s extremely poorly made consider Nissan is charging 57 grand for this roadster. We are also expecting full instead of semi climate control at this price range. Criticisms aside, its a comfortable interior to spend time with. Just don’t mess up with those cheesy plastic and nail those thin leather seats.

There are enough cargo space for 2 persons on a weekend trip to the beach with both top up and down.

Conclusion: Quality aside, 350Z has always come to mind as one of the best buys in both sports coupe and roadster segments. That’s because its peers don’t provide the same kind of performance for similar price.

OVERALL VERDICT FOR 2007 NISSAN 350Z ROADSTER
========================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 2/5
Fit-and-finish/build quality: 1/5
Cargo/accessibility/layout: 2.5/5
Value-for-money: 4/5

Overall rating: 3.5/5

Long-term test drive: 2007 Nissan Versa sedan 1.8SL

2-day long-term test drive: 2007 Nissan Versa sedan 1.8SL with Convenience Pkg
Price as tested: CDN$18598
Total mileage through the test: 200km

When we first reviewed the Versa hatchback, we think its simply a craptacular half-baked effort from Nissan. This week, we had a chance to put its sedan silibing through a long-term test by spending 2 days driven it back-to-back through all kinds of traffic.

We were most impressed with Versa’s interior space. Its a very comfortable econocar that put many larger cars to shame, in terms of interior volume. The quality of velour seats is a pleasant surprise, the same goes for all the plastic materials and fit-and-finish.

Just like its hatchback silibing, however, its fold-down rear seats are an inch or so higher off the group. Nissan engineers decided to take the corner cutting route by not making a completely fold flat rear seats. With sedan’s even narrower side sills and equally high liftover, its practicality is just barely average compares to its peers.

What’s the most surprising is the fuel economy it generated from its 4-speed automatic. We got an average of 7L/100km with 70% highway/30% city driving. With this result, we already beaten Nissan’s claimed 7.9L/100km and close to its Xtronic hatchback’s claimed mileage. Although this MR18DE and 4-speed auto aren’t any technological marvel by any means, it has done a pretty good job.

Unforunately, its bouncy ride and soft handling still aren’t up to class standards. Patholes, expansion joints, washboard and uneven pavements are pretty much our every day driving in Greater Vancouver. Versa’s suspension and springs just aren’t able to take this task. The ride feels rough, bouncy and unrefined. On the other hand, there are just way too much body rolls and understeer when entering an on-ramp.

Versa’s 122hp MR18DE and spacious interior are certainly appeal to lots of consumers, as its a size larger than its rivals. However, our verdict remains the same after spending 48 hours with this ride. Craptacular best sums up Versa’s execution.

2007 Nissan Sentra SE-R

Vehicle: 2007 Nissan Sentra SE-R Spec-V with Sport Pkg
Price as tested: CDN$25998

Performance: There are 2 versions of SE-Rs available but both are standard with same engine, even though slightly different when it comes to horsepower and torque. This QR25DE is not any technology-de-force nor reliability champ by any means, however, it gets its job done well in this both generations of SE-R, as well as Altima sedan and X-Trail SUV. In the latest iteration SE-R, the “base” version comes with 177 hp/172 lb/ft of torque, with the standard Xtronic CVT. In the Spec-V version, it got an additional 23 ponies and 8 foot pounds of torque with the standard 6-speed stick shift. The Xtronic suits QR’s character well, especially the torque comes at 2800rpm for the base car. On the other hand, 172 lb/ft comes at a high 5200rpm for the Spec-V. The CVVTCS, or what Nissan called its variable valve timing technology, doesn’t seem to help its low-end grunt much or make the top-end less breathless when pushed. In terms of refinement and NVH, this powerplant is never known for those two terms. It lacks the refinement that some of its key rivals have, when it comes to powertrain. The 6-speed stick shift’s gates are imprecise and throws are too long. Not to mention the clutch is far from progressive and hard to find an engagement point.

Handling: While the standard Sentra’s dynamic abilities are already nothing to write home about, SE-R is a slightly better performer than its humble silibings when it comes to corners. Unfortunately, it doesn’t mean its enough to beat its peers. The ride over rough roads is choppy and busy. The low-speed ride is even more choppier than highway ride. The steering, which is electric power assist, isn’t anything special neither. During low-speed, the feedback is lousy. Although its precision is acceptable and not twitchy on highway, the driving feel and weightness are nothing but a total disappointment. It just doesn’t encourage any sorts of aggressiveness when one needs to push it hard. To make things worse, there are plenty of understeer and torque steer despite of the standard LSD on Spec-V. This Spec-V can slip its tires on 1st, 2nd and even 3rd gears. In the base SE-R without LSD and 6-speed stick shift. Once you drop the anchor with the Xtronic, torque steer just comes alive without any warning.

Brakes: With 4-wheel discs and standard ABS, SE-R’s stopping performance is our biggest surprise to the overall package. The distance is short but we found the pedal numb after a couple of hard stops.

Interior: When it comes to econosport, one expects to sit inside instead of “on top” of the vehicle. In the SE-R, its the total opposite. While this driving position is acceptable for standard Sentra’s econocar status, its totally unacceptable in econosport. As for the use of plastic materials, those are standard Nissan affair which is low-rent and brittle. The so-called sports cloth in SE-R feels cheap. The little info center inside the instrumentation panel can be blurred out during sunlight. The gauges on top of the dashboard looks and feels cheesy.

Conclusion: While the standard Sentra already another one of those “half baked” effort from Nissan of late, we don’t expect much from the SE-R. It just feels like a more powerful Sentra with cheap details, without that much of an improvement for dynamics. Despite CVT is one of the greatest automotive inventions in history, it just doesn’t feel right in econosport even if it works in more expensive European sports sedan. To add insult to the injury, Nissan isn’t known for engineering prowess and reliability after the Renault purchase. That means its even tougher to sell an econosport with CVT. On the other hand, there are just way too many excellent competitions selling at Spec-V’s price range. Put all things into perspective, its no wonder why Nissan’s sales is slumping except for a few good models.

OVERALL VERDICT FOR 2007 NISSAN SENTRA SE-R
======================================
Performance: 2.25/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 2.5/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 2.5/5
Value-for-money: 2/5

Overall rating: 2/5

Long-term test drive: 2007 Nissan Altima 2.5S

2-day long-term test drive: 2007 Nissan Altima 2.5S with Xtronic CVT and convenience package
Price as tested: CDN$27598
Total mileage through the test: 250 km

The outgoing Altima was a significant car for Nissan. It was the 1st vehicle that adapted Nissan’s new styling language and marketing strategy, that leads the turnaround of this once struggling Japanese automaker.

Despite of its significance, the previous car was suffered from a poorly made interior and lack of well-honed refinement. With the introduction of the 4th generation Altima, Nissan believes they have finally addressed those issues.

Interior wise, the materials and fit-and-finish have taken a huge step forward compares to its el cheapo predecessor. Although it still feels cheaply made with hard plastic surfaces, the plastic molding and design no longer feel as uninspiring as before. The cloth seats are comfortable and supportive. Even the material doesn’t feel as rental car-like as before. Although I find the cente console and dashboard have a somewhat busy design, its ergonomics actually work really well. The instrumentation gauges are clear and analog. Both stereo and climate control have large knobs for gloved hands. The back seat leg and headrooms are impressive. Enough for three persons at the back without being cramped.

Its QR25DE provides plenty of torque for daily driving. With 175 horses and 185 lb/ft of torque, it rates as one of the better 4 bangers in its segment. Both the idling and revving’s refinements have improved a whole lot than previous car. Its quieter and more refined. However, the engine note reminds its driver that Altima still a driver’s car. During the days of our testing, we averaged 9L/100km. Consider we have 70% highway driving and 30% city driving, with most bumper-to-bumper city driving. Its fuel economy is very good, indeed. Its impressive Xtronic CVT has contributed to this fuel economy. Another bonus is this engine drinks regular instead of premium fuel.

Dynamically speaking, Altima remains as one of the most capable cars in its class. With the stiff chassis, a sharp steering and nice body control; Altima feels more like a family sedan with sporting intentions. On the other hand, we still feel Nissan engineers have given Altima an underdamping characteristics. When driven over rough roads and patholes, the impact harshness is very significant. When driven side-by-side with plushier competitions, it can be considered as rough ride. However, you can consider this as an opportunity cost for firmer handling.

Huge is an understatement to describe Altima’s trunk. There are tons of cargo space with a low liftover and 60/40 split fold-down rear seats. Its instrusive trunk hinges really getting my nerve though.

In terms of value, Altima is unbeatable. Even in the basic “no frills” 2.5S without adding any options, Intelligent Key or what the rest of the world called keyless go already a standard feature.

After we have experienced with a couple of disappointing products, we are glad Nissan didn’t messed up with their bread-and-butter. The Altima remains one of my favourite cars in its class. It looks really good, just like its predecessor. Both the powertrain and handling are simply delight, with comfort and versatility to boot. The best of all, it represents a real deal.