2011 Nissan Sentra Specs, Prices, Pics and Reviews

Some cars get all the attention, and the Nissan Sentra isn't one of them. Its name isn't always uttered in the same sentences as models like the Honda Civic and Toyota Corolla, but after driving one it's clear that it should be; this car deserves to be on compact-car buyers' shopping lists.

While you probably wouldn't regret getting a Civic or Corolla, the Sentra outdoes those cars in some areas and offers a number of upscale features for exceptionally affordable prices.

In the world of everyday, economy transportation, the Sentra is a pleasant surprise — a hidden gem for those willing to give it a try. I tested an uplevel Sentra 2.0 SL. This trim level starts at $18,560, but with options its as-tested price was $20,630.

Styling

The Sentra's tall stance and short hood and trunklid make the car look a bit stubby in profile. It's not nearly as sleek as the Civic, which is still futuristic looking even though it's been around in its current form since the 2006 model year — an incredible feat. I like the Sentra's design more than the Corolla's, which is about as bland and nondescript a car as you'll find these days. For a side-by-side comparison of the Sentra, Civic and Corolla, click here.

Not everything's right with the Sentra's design. A couple of our editors, myself included, weren't fond of the car's clear-lens taillights. This design cue was a fad a few years ago, and it's time for Nissan to ditch the look.

The Sentra comes standard with steel wheels, but our 2.0 SL had 16-inch alloy wheels with an eight-spoke design. Alloy wheels always dress up a car's exterior, and 2.0 S and 2.0 SL models get chrome door and trunklid accents that serve the same purpose.

Driving It

The Sentra's off-the-line performance is good, with acceleration that's much more effortless than the Civic or Corolla, both of which are offered with traditional automatic transmissions with fixed gears. The Sentra's optional continuously variable automatic transmission, which my car had, provides an infinite number of gear ratios, and that allows engine speed to remain more constant, and usually quieter.

Nissan has done a remarkable job tuning the Sentra's drivetrain. Performance-oriented SE-R and SE-R Spec V models are available with a 2.5-liter four-cylinder engine, but I tested the base 140-horsepower, 2.0-liter four-cylinder that goes in the majority of Sentra trim levels. The engine was paired with the optional CVT, as mentioned, but a six-speed manual is standard. Nissan is one of the few automakers using CVTs in many of its cars and crossovers, and the Sentra proves the automaker knows what it's doing.

Overall, the Sentra feels like it has a larger engine under its hood than it does, but not at the expense of fuel economy. The infinite gear ratios in a CVT allow the engine to operate in its most efficient range, and the Sentra with the CVT gets a competitive 26/34 mpg city/highway. That beats the manual transmission's 24/31-mpg rating. Predictably, gas mileage drops with the larger four-cylinder, down to 24/30 mpg with the CVT and 21/28 mpg in the manual-transmission model, which also prefers premium gas.

Like many other cars with smaller engines — the Civic and Corolla included — the Sentra's four-cylinder doesn't have a lot of power in reserve for highway passing. It accelerates up to highway speeds confidently and cruises easily with fast traffic, but don't expect a burst of power if you stab the gas pedal. If you do stab it, you're more likely to get just a slight bump in speed and more engine noise.

I like the Sentra's ride quality, though some Cars.com staffers who drove it thought the suspension was noisy over rougher stretches of road. I noticed some noise over big bumps, but the suspension craftily blended good damping abilities without sacrificing steering response and overall nimbleness.

The Civic handles well but makes occupants pay with a noisy cabin. The Corolla isolates you but doesn't encourage you to push it on a winding road. The Sentra, meanwhile, falls somewhere between the two. It provides a quieter, more comfortable driving experience than the Civic but isn't as softly sprung as the Corolla. It's a nice balance that delivers the benefits of both approaches in one car. Learn More...

Source : http://www.cars.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Frontier Specs, Prices, Pics and Reviews

Full-size trucks are a chore to drive in the city — we know; we've done it — so we wanted to see how Nissan's midsize Frontier would handle an urban environment, as well as a junkyard run to get some used parts.

There were clear maneuverability and parking advantages that came with this truck's smaller size, but in one particular way the V-6 Frontier is a lot like its larger siblings — and not in a way you'd want.

In short, while the V-6 Frontier packs a lot of useful capability in a condensed package, if you've had a chance to sit in any of the newer full-size trucks on the market, you may be disappointed with the Frontier's cabin styling.

To see a side-by-side comparison of the 2009 and 2010 Frontier, click here.

V-6 Gas Mileage, Performance

One of the disappointing elements of the V-6 Frontier — and one that many people in the market for a smaller truck will likely be concerned about — is its gas mileage. With an automatic transmission and four-wheel drive, it gets an EPA-estimated 14/19 mpg city/highway, which is similar to what the full-size Ford F-150 and Chevrolet Silverado pickup trucks achieve with V-8 power. If you're looking for better gas mileage, rear-wheel-drive Frontiers come with a standard four-cylinder engine that gets up to 19/23 mpg with a five-speed manual.

Aside from its gas mileage, I like the V-6 drivetrain. The 4.0-liter V-6 makes 261 horsepower (the most of any midsize six-cylinder pickup) and offers strong acceleration when merging on the highway or pulling away from a stoplight.

The V-6 Frontier I tested had the optional five-speed automatic (a six-speed manual is standard), and the transmission is a smooth-shifting unit. However, it likes to run in a high gear, even when cruising at midrange speeds, to keep engine rpm low and save fuel. This didn't prove detrimental to performance because the V-6 is so powerful.

Size & Maneuverability

The Frontier has grown over the years with various redesigns, a trend that's affected both trucks and cars. That said, it's still pretty easy to drive the Frontier in the city.

Even on Chicago's narrow downtown streets, which are often lined with waiting cars half-pulled to the side of the road, you have a good sense of where the corners of the Frontier are, which enables you to scoot around other vehicles without having to slow to a crawl, as you might in a full-size truck. It's no more difficult to maneuver the Frontier in a parking garage than it is to pilot a traditional midsize sedan there.

Truck buyers will like the Frontier's tall stance for improved visibility and ground clearance. The V-6 Frontier I tested was an SE 4x4 trim, and it offers a high seating position that gives you a great view of the road ahead without requiring extra effort to climb into the cab, like some full-size trucks demand.

An Outdated Cabin

Full-size truck interior quality has made huge strides in recent years, but compact and midsize trucks — which mostly sell in smaller volumes than do full-size ones — haven't received the same level of attention. That's the case with the Frontier, which has fairly basic cabin plastics and finishes that don't compare well to the newer interiors of the Ford F-150 and Ram 1500, to name two. And those two don't cost much more than a V-6 Frontier. Learn More...

Source : http://www.cars.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Cube Specs, Prices, Pics and Reviews

For 2010, Nissan has added another trim level to the boxy Cube, the Krom (with a long O, pronounced "chrome").

The Cube is otherwise unchanged for 2010 (see them compared), and Kelsey Mays' 2009 Cube review details the lineup well. I'll concentrate on the new Krom.

In short, the Krom turns the affordable Cube into a more distinctive and definitively less affordable Cube, whose higher price I suspect will turn off many, many buyers. It also has a dorky name. Chrome with a K? It's no better than the Kia Forte Koup (coupe). Why do automakers do this?

At $20,440, the Krom adds a whopping $6,450 over the suggested retail price of the base Cube 1.8. Perhaps more relevant, it's $2,990 more expensive than the closest trim level, the 1.8 SL.
Here's what it gets you: The bumpers are more prominent, adding almost an inch to the car's length, and the grilles are chrome. Sill extensions give the Krom a lowered look, and the 16-inch alloy wheels are specific to the trim level, being — you guessed it — chromed. (The SL also has 16-inch alloys, but they aren't chromed.) The Krom also has a spoiler atop its rear swing gate.

The interior has exclusive black and gray seat fabric, aluminum pedals and titanium-tone trim around the vents and gear selector. The Krom is also the only version to get steering-wheel stereo controls. Standard features that are optional on the 1.8 SL include a backup camera, which employs a small display in the dashboard, and keyless access.

The Krom is as much an enigma as the regular Cube, if not more so. I don't know if it's their styling that makes the Cube's boxy-car competitors more universally appealing, or the fact that the Scion xB has been around longer and has become old hat. See how the Cube, xB and Kia Soul fared in our Cars.comparison of 2009 models.

Comfort Levels

I remember finding our 2009 Cube 1.8 S' driver's seat rather uncomfortable. The 2010's seemed better, though it doesn't appear to be different, aside from the fabric. Another editor, who took the Krom on a longer trip, was unimpressed: What was soft on a short drive translated to unsupportive over the long haul. As before, front passengers wanted an inboard armrest; only the driver's seat has one.

The Cube has an edge over the xB and Soul in one comfort aspect: ride quality. It soaks up bumps well, which gives it another advantage on pockmarked city streets. Likewise, even though the Krom is almost an inch longer than other Cubes, it's 4 inches shorter than the Soul and roughly 10 inches shorter than the xB, which makes it good for small urban parking spaces. The turning diameter is 33.4 feet, tighter than the Soul and xB, both of which are more than 34 feet.

Boxy Dynamics

I have no reason to believe the Cube is unstable, and it has a standard electronic stability system, but it does feel more top-heavy than the other boxes — and definitely more so than conventional cars. It's also more susceptible to crosswinds, as I learned on a gusty day of highway driving.

The Cube is modestly powered, and our car's continuously variable automatic transmission cost us a little off-the-line acceleration compared with last year's six-speed manual. It also seemed slower than it actually was. Though Nissan's CVTs are among the best-executed on the market, they characteristically let the engine rev up to high rpm, often at unexpected times, which gives the impression of straining. In truth, it's just finding the most powerful and/or efficient combination of engine speed and gear ratio.

 

It pays off. The CVT is rated 27/31 mpg city/highway, and the manual gets an estimated 25/30 mpg. This beats the xB (22/28) and the Soul's smaller engine (26/31). Of the three, the Soul gives the most options, challenging the Cube with its smaller engine and the xB with its more powerful one (24/30). Learn More...

Source : http://www.cars.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Quest Specs, Prices, Pics and Reviews

The 2011 Nissan Quest hits the market after taking 2010 off. Nissan clearly took that year off to do some serious examination of what the minivan lacked and what it could do better to be a real contender in the market.

Starting MSRP $27,750–$41,350

The result is a 2011 Quest with a unique exterior and an upscale interior that combine to make this a minivan that could give the outstanding Honda Odyssey and Toyota Sienna a run for their money.

This is an all-new Quest, and it's not just the outside that's gotten a spicy new look; the interior has also been restyled and verges on downright fancy with its faux-wood and metal-looking accents.

Of course, nothing is perfect and driving the Quest wasn't as exciting as its new looks. While the driving experience wasn't wholly inspiring, the Quest's V-6 was quite competent in tackling the curvy, steep roads through the Rocky Mountains for a trek to Breckenridge, Colo. However, it seemed to labor more than necessary when cruising city streets.

The Quest has a starting MSRP of $27,750. The model I tested, the SV, starts at $30,900, but with the addition of roof rails, floormats and a cargo net, the price came to $32,240.

EXTERIOR

Automakers have been trying to spice up minivans recently. There isn't a whole lot one can do with the form of a minivan in order to preserve its function. That said, the 2011 Nissan Quest actually does a decent job of mixing up its exterior looks, especially compared to previous years. It looks like the love child of a Ford Flex and a previous-generation Nissan Quest. This alleged coupling produced a car whose looks may not be for everyone, but they definitely stand out in the minivan crowd.

SENSE AND STYLE

Family Friendly (Not Really, Fair, Great, Excellent): Excellent

Fun-Factor (None, Some, Good Times, Groove-On): Some

INTERIOR

The Quest's redesigned interior is easy on the eyes. The interior's faux-metal and wood-like trims evoke images of Nissan's luxurious Infiniti brand and create a warm feeling throughout the Quest's cabin. The center stack is intuitive to use, and while my test car did not have it, a rear entertainment system is available with an impressively large 11-inch flip-down screen.

The seats are comfortable, even for longer rides, and the fabric upholstery, though not beautifully patterned, was super easy to clean. How do I know this, you ask? Well, it's like this: During my test drive, it was the beginning of cherry season here in the Rocky Mountains. My children are bananas for cherries, so I couldn't keep them from eating cherries in the car. A cherry or five found refuge on the upholstery and left a mark or two, which came off easily (even after a few days!) with the quick swipe of a baby wipe. I was amazed. Leather upholstery is also available.

The number and variety of cupholders and cubbies also make the 2011 Quest family-friendly. There are 16 cupholders, a clever cubby near the center stack that is perfect for a smartphone or iPod, and several other cubbies located throughout the car that are useful for storing books, toys and snacks. There are also two great little hooks positioned on the back of the driver and front passenger seats. These hooks could be used for something expected like dry cleaning, but my children quickly decided these hooks were the ideal spot for their backpacks and lunch boxes. They had easy access to their stuff for every car ride. Learn More...

Source : http://www.cars.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan 370Z Specs, Prices, Pics and Reviews

The brunette in the dark SUV caught me off guard. "I like your car!" she hollered. "Uh, thanks," I muttered, though I doubt she heard me. The light changed, and off she went. Damn I should have asked where she was going.

Starting MSRP $31,450–$42,200

Such was the attention Nissan's 370Z roadster drew out on the road — not bad for a car that's been around two years.

The 2011 Nissan 370Z roadster costs a pretty penny, but it's a pretty car that storms on-ramps and manhandles corners far better than the average soft-top.

Redesigned for 2010, the two-seat 370Z roadster carries over with few changes. It's a soft-top convertible version of the 370Z coupe, which was redesigned for 2009 to succeed the 350Z. (Read our review of the 2010 Z coupe, or compare the lineup here.) Like the coupe, the roadster comes in base and Touring editions with a six-speed manual or seven-speed automatic. We drove a six-speed manual 370Z roadster Touring.

Driver's Delight

The 370Z roadster moves out from a stop and thunders ahead as the tach needle flies clockwise. Similar money can get you more punch in a V-8 Ford Mustang GT or Chevy Camaro SS convertible, but the 332-horsepower Z rivals their fun. Graced by a short-throw stick shift and Nissan's SyncroRev Match option, which blips the throttle automatically to rev-match downshifts, the Z encourages you to dart between traffic gaps and generally haul ass whenever possible. No teenager belongs within reach of the keys.
Like the Infiniti G, its platform sibling, the Z resists prematureundersteer. It sets on its rear and allows you to drift the tail with little practice. Like in the 350Z, however, things get squirrely if you nail the gas coming out of a turn, and mid-corner bumps perturb thechassis more than I'd like. As $40,000 droptops go, the BMW 1 Series convertible stays more planted.

The Z's steering settles in at higher speeds but starts into turns with a hint of mush. It isn't a deal-breaker, but I expect more from a car of this caliber. At low speeds, the wheel doesn't always unwind to center naturally, but city drivers will appreciate the car's 32.8-foot turning circle with the standard 18-inch wheels.

Our tester's optional 19-inch wheels came with the Z's Sport Package, which includes SynchroRev Match, a limited-slip differential, Bridgestone Potenza high-performance summer tires and beefier brakes. The 19s add 1.3 feet to the car's turning circle, as larger wheels often do, but the Sport Package's brakes feel linear and fade-free. Given the hardware — 14-inch front discs and four-piston calipers, versus 12.6-inch front discs on the base 370Z — I'd expect nothing less.

Like the 370Z coupe, the roadster's suspension isolates minor bumps, but larger disruptions knock you about. At highway speeds, the Z has all the insulation of a shower curtain — the tires drone and the wind howls. Editors were split on top-down wind disruption. I found it livable thanks in part to a fixed wind deflector between the Z's roll bars, but another editor said the wind beat him up at highway speeds. The payoff comes in the convertible's solid structure, which minimizes jiggle over broken pavement.

The Inside

The Z's cockpit is snug, with stiff cushions, limited seat travel and no telescoping adjustment for the steering wheel. It's handsome, though, with padded surfaces down to thigh level and convenient knee pads flanking the center controls. I wish Nissan had swapped out the cabin's silver plastic accents for chrome or metal — as it does in the Murano crossover — but all told, this is one of the brand's better interiors.

If you must ask, the Z roadster has all the utility of a decorative fireplace — you'll want to annex the center console's single cupholder before your passenger beats you to it. Behind the front seats is a miniscule cargo ledge and storage cubby. The cloth top doesn't intrude on trunk space, but all you get is a precious 4.2 cubic feet, top up or down. That's about half the space of a Mustang, Camaro, 1 Series or Audi TT convertible. Learn More...

Source : http://www.cars.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Juke SL Specs, Prices, Pics and Reviews

We try to send our long-term test cars on road trips as often as we can, but our Nissan Jukehas left Michigan only once since we last wrote about it, a testament to its popularity as an in-town runabout.

Or maybe it’s a statement on the lack of space behind the front seats. We were able to cram a large mountain bike in the back, but it’s a good thing we have no friends. Fitting the bike necessitated all seats but the driver’s being folded forward. Even though its cargo hold is snug, the Juke’s agile handling, slick shifter, peppy turbo, and firm steering (in sport mode) make it a convincing hot hatch, albeit a tall one.

Surprisingly for a front-wheel-drive car with a turbo, torque steer hasn’t been an issue. However, the Juke more than makes up for that with copious wheelspin. Powering out of almost any turn, the inside tire spins helplessly.
We’re expecting to spend a lot of money on front tires over the course of the remaining 30,000 miles. A limited-slip differential—even a brake-based impostor—would do wonders for the Juke’s ability to make full use of its spunky motor.

You Get What You Pay For

We’ve praised the Juke’s feature-per-dollar quotient before, and we still like having a navigation system, satellite radio, leather seats, and iPod integration for less than $25,000, but the refinement-per-dollar equation doesn’t work out as favorably. Sound deadening is only adequate, the interior materials haven’t improved with age—the number of scratches on the red-painted center console suggests a catfight took place in the front seat—and we’ve scheduled an appointment to have the dealer examine rattles from the driver’s door and rear hatch.

The Juke’s Nissan Versa econobox roots show in some of its featured technologies, too. The digital lateral-g meter is positioned low enough on the dash that monitoring it during cornering would be hazardous, and if the passenger watches it, there are no units indicated anyhow—just some lights bouncing around that tell you what you can already feel with your butt. And the navigation system’s tiny screen, slow responses, and frustrating lockout make a strong case for buying an aftermarket system instead.

Cheap Maintenance

If the Juke doesn’t feel high quality, the car has made up for it by actually being high quality. Other than the minor rattles, the only issue so far has been a vibration in the steering wheel, which we cured with a tire rotation. Our only service thus far was an oil change and inspection at 7500 miles that cost $59. During that checkup, the dealer performed an ECU reflash in accordance with an outstanding technical service bulletin. We’d experienced no problems associated with the TSB, and it was performed at no cost. We did manage to shed a mud flap plowing through a snowdrift over the winter but figured we’d save the labor costs and install the $39 replacement ourselves.

In the introduction of our long-term Juke, we logged our dissatisfaction with the car’s preference for premium fuel. A few readers promptly noted that premium fuel is recommended but not required in the Juke. We always use the recommended fuel in our test cars, lest we hamper their performance or fuel consumption. Using premium petroleum spirits, our observed fuel economy has improved as the weather has warmed, despite the dearth of freeway-intensive long trips. The Juke has averaged 26 mpg over the 5400 miles we’ve covered since April, raising the running tally to 25 mpg over 10,000 miles. Learn More...

Source : http://www.caranddriver.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Leaf SL Specs, Prices, Pics and Reviews

The first disappointment with the Leaf, Nissan’s new electric car, is that it has only one 12-volt accessory port.

You might think that an EV could charge a cell phone unto eternity, but every watt of juice in the Leaf’s 192 lithium-ion battery cells is precious. Power not associated with forward motion comes at a cost. The headlights, air conditioning, and even the stereo all impact maximum range.

Nissan claims the Leaf can go 100 miles on a full charge based on the LA4 test cycle, which is the one used for the EPA city number and doesn’t employ hard acceleration or sustained speeds above 40 mph.

Range aside, the Leaf seems like a normal car. The control system and the drive motor sit under the hood, right where you would expect to find an engine. Slightly bigger than a Versa, the Leaf’s tall roof, pays headroom dividends and gives the cabin an airy feel. A few tricks minimize wind noise, which is more prevalent when there’s no exhaust note to offset the whooshing. The headlights sport fins that direct air away from the side mirrors, and the radio antenna is fashioned to be extra quiet. It works; on the highway, the most audible sound is tire noise from other cars.

The Leaf’s forte is short errands, where its linear power delivery and single-speed transmission take all the tedium out of stop-and-go traffic. It works so well that we started rationalizing our range concerns. Grip is SUV-like, at 0.79 g, but the low-positioned (in the floor beneath the seats), roughly 600-pound battery pack lends itself to the car’s stable handling. The steering, however, offers so little feedback, the front wheels might as well be casters operated by remote control. Acceleration keeps up with traffic but tapers toward the car’s 92-mph top speed. Zero to 60 comes in 10 seconds flat; add 8.7 seconds to hit 80.

And state-of-charge is always a concern. On an 88-degree afternoon, the Leaf predicted a 24-mile drop in range if we were to use the climate-control system. We managed 97 MPGe (miles per gallon equivalent), or 2.9 miles per kilowatt-hour, with the air conditioning off during a 19-mile run around town that included a short highway stretch. Based on our time with the Leaf, we expect it to comfortably do about 70 miles on a charge.

Unlike the Chevy Volt, the Leaf has no backup plan. And the range predictor varies wildly as you alter driving style. Run out of juice, and you’re stuck. A charge on 240-volt power takes seven hours, or as long as 19 hours on 120. High-voltage rapid chargers can do an 80-percent fill-up in half an hour, but such stations will be rare for years to come, and Nissan warns of significant battery degradation if this method is used often.

The base Leaf SV costs $33,600, excluding a $7500 federal tax credit; the uplevel SL model, for an extra $940, adds a few goodies such as automatic headlamps and a solar panel to charge the 12-volt battery. A lease also will be available, starting at $349 a month. 

Nissan’s rollout plan for the Leaf opens where the infrastructure will grow fastest, starting on the West Coast and in Nissan’s home state of  Tennessee in December. Nationwide availability begins in the fall of 2011.

The Leaf’s limitations remind us that gas- and diesel-powered vehicles aren’t doomed to history’s dustbin just yet. The Leaf isn’t a primary car for most people, even if their driving habits are well within its capabilities. But the Leaf trumps every other car on the market in one way: enough green smugness to flip the bird to every Prius driver on the road. That’s worth a little sacrifice.

Specifications

VEHICLE TYPE: front-motor, front-wheel-drive, 5-passenger, 5-door hatchback 

PRICE AS TESTED: $35,240 (base price: $34,540) 

MOTOR TYPE: AC permanent-magnet synchronous electric motor, 107 hp, 207 lb-ft 

TRANSMISSION: 1-speed direct drive 

DIMENSIONS:
Wheelbase: 106.3 in Length: 175.0 in 
Width: 69.7 in Height: 61.0 in 
Curb weight: 3366 lb 

C/D TEST RESULTS:
Zero to 60 mph: 10.0 sec 
Street start, 5-60 mph: 9.8 sec 
Standing ¼-mile: 17.6 sec @ 78 mph 
Top speed (governor limited): 92 mph, 
Braking, 70-0 mph: 185 ft 
Roadholding, 300-ft-dia skidpad: 0.79 g

FUEL ECONOMY:
EPA city/highway driving: TBD 
C/D Observed: 97 MPGe 

To go along with the coming surge of new-technology vehicles, the U.S. Environmental Protection Agency and the U.S. Department of Transportation are revising the fuel-economy labels for 2012 that are required on all new cars and light-duty trucks. But the new labels aren’t final yet; two designs were shown, and the definitive label won’t be ready in time for the 2011 Chevy Volt and Nissan Leaf.

Today’s EV sticker lists EPA city and highway efficiency in units of kWh/100 miles, which makes it pretty tough for a non-calculator-wielding consumer to compare economy at a glance with, say, a hybrid that’s rated in miles per gallon.

The proposals show that cars will be rated on a miles-per-gallon-equivalent (MPGe) scale, which converts alternative means of propulsion—such as electricity or natural gas—based on their energy content relative to that of gasoline (for example, 33.7 kWh = 1 gallon of gas). Vehicles with multiple operating modes, such as the Volt, will get separate ratings for each one. Another metric listed for battery-powered vehicles is the required recharging time, although the assumed power source isn’t given. The new labels also add two emissions scores: one for tailpipe CO2 emissions and another for other air pollutants. Some argue, however, that EVs should be penalized for CO2 emitted during the creation of the electricity they use. Learn More...

Source : http://www.caranddriver.com

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2012 Nissan Versa Specs, Prices and Reviews

The 2012 Nissan Versa sedan is about as compelling as an old dishwasher, but its fuel efficiency, roominess and unrivaled value will get a lot of shoppers to overlook that.

Economy cars boast sharper looks and more features than ever, but they're inching up in price — frustrating anyone who wants cheapwheels above all else. 

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2011 Nissan Murano CrossCabriolet Specs, Pics, Prices and Reviews

Renault and Nissan CEO Carlos Ghosn is credited with one of the most quotable statements to come from an auto executive in recent years:

“There is no car company problem that can’t be solved by great product.” Ghosn is also cited as the driving force behind the Murano CrossCabriolet, an oddly shaped, oddly conceived convertible SUV.

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN

2012 Nissan GT-R Specs, Pics, Prices and Reviews

Can it do 2.9 to 60 mph? Answering that question consumed a significant part of the 2012 Nissan GT-R’s press launch in California in January.

Nissan claims this latest version can, but it wasn’t able to prove it, despite several attempts. The best the car could manage was 3.0 seconds.

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN,SPORTS CAR

2011 Nissan Rogue Specs, Prices and Reviews

The 2011 Nissan Rogue is handsome both outside and in, and with a starting MSRP of $21,460, it represents a good value. True to its name, though, the Rogue is a little rough around the edges. The engine has a tendency to sound like a lawnmower when it's working hard, and the driving experience is uninspiring.

Starting MSRP $21,460 – $25,680

Despite all that, this five-passenger crossover hits mostly high notes. The looks that it stole from its Murano sibling are probably the best things it has going for it.

Read more »

Posted in: AUTOMOTIVE INFO,CAR,NISSAN