2007 Nissan Frontier Review

It's difficult to imagine a mid-size pickup that's more like a full-size pickup than the Nissan Frontier. The Frontier shares much of its architecture with the full-size Nissan Titan. A powerful 4.0-liter V6 comes on all but the base model. Rated at 261 horsepower and 281 pound-feet of torque, Frontier's V6 tops any straight-5 or V6 the competition has to offer, and rivals the output of the Dodge Dakota's optional V8. Pair this with its strong chassis, and the Frontier offers up to 6500 pounds of towing capacity and a maximum payload of over 1500 pounds. Yet it's still maneuverable and easy to park.

Built on the same mechanical platform as Nissan's full-size Titan, the mid-size Frontier boasts the most powerful V6 engine in its class, useful innovations such as the Utili-Track cargo securing system and spray-in bedliner, a comfortable cab and attractive styling.

New for '07 is a Crew Cab Long Bed, carrying the same 73.3-inch bed as the King Cab. (The standard Crew Cab bed measures just short of five feet, at 59.5 inches.) King Cabs come with two forward-facing rear seats; Crew Cabs feature a roomy passenger compartment with amenities much like those you'd expect in a sport-utility vehicle. Frontier is available in two-wheel drive or four-wheel drive, and in King Cab or Crew Cab configurations.

Additional changes for '07 include a passenger-side seat-belt reminder light and new MP3 input jack for the optional six-CD changer. V6 models now run cleaner than before, advancing from Low Emissions (LEV2 LEV) to Ultra Low Emissions (LEV 2 ULEV) status. Option packages have been revised, and new packages debut.

The Nismo version (Nissan Motorsports) features special off-road shock absorbers and tires, underbody component-protecting skid plates and an optional active traction system with technologies such as Hill Descent Control and Hill Start Assist.

The 2007 Nissan Frontier comes in four trim levels: base XE, well-equipped SE, more luxurious LE, and the Nismo off-road model. SE, LE, and Nismo are available in King Cab (an extended cab with auxiliary rear doors) or Crew Cab (four full-size doors) configurations, with rear-wheel drive (2WD) or four-wheel drive (4WD), and are powered by a V6 engine. XE choices are more limited.

Frontier XE ($16,050) comes only as a King Cab 2WD with a 152-horsepower, 2.5-liter four-cylinder engine. It does offer the choice of a five-speed manual transmission or five-speed automatic ($1,050). XE has manual-crank windows and 15-inch wheels. A Preferred Package ($1,550) adds air conditioning, AM/FM/CD audio, tilt steering column, sliding rear window and privacy glass. Buyers may also opt for a Power Package ($950) that combines cruise control with power windows, locks (with keyless entry) and mirrors. Cruise control is also available as a stand-alone option ($300). New for '07 is an Appearance Package ($550) that adds chrome bumpers and 16-inch wheels.

Step up to Frontier SE, and you can choose from six configurations: 2WD King Cab ($18,950), 4WD King Cab ($21,650), 2WD Crew Cab ($20,800), 4WD Crew Cab ($23,500), 2WD Crew Cab Long Bed ($21,600), and 4WD Crew Cab Long Bed ($24,300). Standard equipment includes air conditioning, chrome front bumper and grille, sliding rear window, AM/FM/CD audio, tilt steering wheel, and the 4.0-liter V6. A six-speed manual transmission is also standard. Options for SE King Cab include a five-speed automatic transmission ($1,050) and 16-inch alloy wheels ($400). Again there's a Power Package ($1,050) that incorporates windows, locks, mirrors and cruise control; ordered on the Crew Cab ($1,250), it includes a microfilter for heating, ventilation and air conditioning (HVAC). Available only on Power-Package Crew Cabs is a power sunroof ($700). New for '07 is the SE Value Truck Package ($1,000-1,350), which includes the complete Power Package, plus limited-slip rear differential, floor mats, a bed liner for Long Beds, and a bed extender and alloy wheels for short beds.

Frontier LE 2WD King Cab ($22,900), 4WD King Cab ($25,600), 2WD Crew Cab $24,600), 4WD Crew Cab ($27,250), 2WD Crew Cab Long Bed ($25,100) and 4WD Crew Cab Long Bed ($27,500) come with all the standard features of the SE, plus power mirrors, windows and locks; fog lamps; chrome exhaust tips, door handles and exterior mirrors; remote keyless entry; height- and lumbar-adjustable driver's seat; leather-wrapped steering wheel; illuminated vanity mirrors; compass and temperature readouts; trip computer; sunglasses holder in an overhead console; driver's side seatback map pocket; and a first aid kit. Automatic transmission is also standard. Satellite Radio ($350) is available in either the Sirius or XM flavor. LE Crew Cab buyers can the sunroof ($700), Rockford-Fosgate audio with six-CD/MP3 capability ($850), and/or leather upholstery ($1,700). King Cab customers can opt for a similar audio upgrade ($550) that skips the fancy brand name but includes a vehicle security system.

The Nismo model is available as a 2WD King Cab with automatic transmission ($22,600), a 4WD King Cab with manual ($24,250) or automatic ($25,300), a 2WD Crew Cab with automatic ($24,650) or a 4WD Crew Cab with automatic ($27,350). (Nismo is not available as a Crew Cab Long Bed.) All share most of their standard and optional equipment with the LE grade, but add special off-road wheels and tires, off-road Bilstein shock absorbers, skid plates, and an electronic locking limited-slip rear differential.

Optional on 4WD automatic-transmission Nismo and LE is Nissan's Advanced Off-Road Traction System ($500-700), which includes Hill Start Assist, Hill Descent Control and Vehicle Dynamic Control. The less extensive Active Brake Limited Slip Package ($350) is available on LE and SE.

Available accessories include a hard tonneau cover ($1,060), a sliding bed divider ($270), a non-sliding bed extender ($260), a sliding bed extender ($300), a tow-hitch receiver ($410), bed rail caps and under-rail bed liner ($430), and side step rails ($300). Not all of these are available on all models, however, so check with your dealer.

Safety is improved for rear-seat passengers when you order the optional side-curtain airbags that cover both front and side windows in the event of a side impact, providing head protection. A Side Airbag Package ($550) that includes side-impact airbags for torso protection and side-curtain airbags for head protection is available on all trim levels, but only with certain other equipment.

The Nissan Frontier has a bold, aggressive stance, just like its big brother, the full-size Nissan Titan, though in less intimidating dimensions. The Frontier's wheelbase is more than a foot shorter than the Titan's but its overall length is some two feet shorter. This means the Frontier's wheels are closer to its corners, enhancing not only its stance on the road but its clearance for dealing with obstacles while away from pavement.

Frontier uses a bold grille design noticed by other drivers as it emerges and enlarges in their rear-view mirrors. Body-colored steel fender flares contribute to the Frontier's presence.

All Frontiers have four-door access to their passenger compartments. King Cabs have rear-hinged auxiliary doors while Crew Cabs have four forward-hinged doors much like those on a sedan or sport-utility vehicle. (There is no regular cab version.)

Frontier cargo beds are 18 inches deep and 44.4 inches wide between the inner fenders of the rear wheels, as well as 58.8 inches wide at the tailgate and 61.4 inches wide between the tops of the bed rails. Beds are 73.3 inches long on King Cabs and Long Bed Crew Cabs; 59.5 inches long on standard Crew Cabs. All Frontiers have tailgates equipped with a door-style lock.

A spray-on bed liner and Nissan's Utili-Track cargo security system come factory-installed on Crew Cab and LE King Cab models; these features on optional on Nismo King Cabs. Utili-Track includes special C-section rails: two in the bed floor, one along each top inner edge of the bed side rails, and one in the top of the bed header panel. Sliding cleats can be locked into position within the rails to secure a variety of cargo shapes, sizes and configurations. It's a great system and Nissan offers accessories that lock into it.

The Nissan Frontier interior was designed to be as versatile as its cargo bed. Climbing in is aided by grab handles on either side of the interior windshield support (A-pillar), with an additional grab handle in the interior roof just above the passenger-side door.

The front seats are comfortable yet supportive. The driver grasps a nicely sized steering wheel with a rim that has a tab-like enlargement on each side, right where you want to rest your thumbs to maintain a proper 9 and 3 o'clock driving position. The gauge array is large and complete, and brightened by satin-chrome outlines around the dials and air vents. Controls for heating and ventilation systems have large knobs that are easy to find and to use. Similarly, the knob for switching between 2WD, 4WD, and low-range 4WD is easily accessible.

Defroster vents on the A-pillars are designed to quickly clear side windows in winter or humid weather. Sun visors have extenders to help cover the full width of the side windows. A deep dotted matrix behind the interior rear-view mirror helps protect the driver's eyes when driving into the sun.

A covered storage tray sits on top of the center part of the dashboard. The Frontier has a pair of glove boxes, with additional storage in the door pockets and center console. Three power outlets are provided. Cup holders have removable inserts so they can handle large beverage containers.

Passengers riding in the back seat of the Crew Cab shouldn't be complaining about being cramped, not with 33.6 inches of legroom. Adults riding in the two forward-facing rear seats in the King Cab might not be eager for a long drive, but still have more than two feet to stretch their legs.

Entry into the rear seat is aided by grab handles built into both B-pillars (the vertical pillar alongside the front seat backs). Rear-seat passengers in all Frontiers have access to a pair of cup holders. The windows in the rear doors of Frontier Crew Cabs power down all the way.

Storage containers are built into the nearly flat rear floor beneath the rear seats in both cab styles, and the seat bottoms can be flipped up to provide additional cargo space.

The Nissan Frontier is built on the company's F-Alpha platform, which is shared with the Titan, Armada, Pathfinder, and Xterra. This F-Alpha architecture gives the Frontier a solid foundation that can be tuned for hauling cargo, traversing rough trails and for providing a comfortable ride around town or at expressway speeds. Nissan builds the tough F-Alpha frame in various lengths for these different models, and deliberately kept Frontier short enough to fit in a standard garage.

The Nismo off-road model we drove seemed as capable at highway speeds as when we splashed through nearly two feet of creek water rushing across Texas ranch roads. The Nismo's trail capabilities include a 31.5-degree approach angle.

The optional Traction-Package technologies further enhance the Nismo Frontier's worthiness when off the beaten trail. Hill Descent Control walks the vehicle down steep descents. Hill Start Assist holds your position when you lift your foot off the brake while heading uphill. Limited-slip traction control helps redirect engine torque to the non-slipping drive wheels on low traction surfaces. It operates on the rear wheels on 2WD Nismo models and on all four wheels on 4WD Nismos.

Vehicle Dynamic Control (optional on LE and Nismo) can help the driver avoid accidents. It's set up to allow a little more sideslip than some electronic stability control systems, and we prefer this approach. Similar electronic stability control systems from other manufacturers often intervene too quickly to suit advanced drivers, but Nissan's VDC reminds us of the system in Porsches, effectively helping the driver maintain control without feeling it has taken over.

The speed-sensitive rack-and-pinion steering provides good feedback. The Frontier was stable and sure even when driven aggressively around curves. We found the brakes effective. The four-wheel disc brakes use big brake rotors for efficient cooling in repeated hard use.

The Frontier's 4.0-liter V6 engine is rated at 261 horsepower at 5600 rpm, which makes it the most powerful V6 in the mid-size pickup class. It provides 19 more horsepower than the largest engine available in the Chevrolet Colorado, 25 more horsepower (and while using regular fuel) than the V6 in the Toyota Tacoma, and as much horsepower as even the strongest V8 available in the Dodge Dakota. (The Dakota V8s develop more torque, however, important if you plan to pull a trailer.)

Nissan's six-speed manual and five-speed automatic transmissions are well-matched to the V6 engine, allowing the driver to exercise all of that power.

The Frontier XE's 2.5-liter four-cylinder engine generates 152 horsepower, which is certainly adequate. In fact, it's 84 percent of the power produced by the 3.3-liter V6 available in the previous-generation Frontier.

Built on the same mechanical platform as Nissan's full-size Titan, the mid-size Frontier boasts the most powerful V6 engine in its class, useful innovations such as the Utili-Track cargo securing system and spray-in bedliner, a comfortable cab and attractive styling. We think it's one of the best trucks in this class, sharing that mantle with the Toyota Tacoma.

Source: internetautoguide

2008 Nissan Pathfinder

Never the shy one, the Nissan Pathfinder bounds into 2008 with freshened styling, a subtly but substantially revised cabin, and technology upgrades such as a backup camera and hard-drive music storage.

All of which pale in comparison to the real headliner: The Pathfinder gets its first V8 engine option for 2008, a 5.6-liter from the Titan full-size pickup with 310 horsepower and more torque than GM's 6-liter or Dodge and Jeep's Hemi.

The Pathfinder was winning SUV comparison evaluations long before SUV became a household word, and this heavily updated fourth-generation version merely puts it in a bigger, seven-seat house. Built like a truck and unstoppable by most reasonable endeavors (Baja, anyone?) the Pathfinder is a capable mid-size SUV for those who require a genuine truck, compete rather than watch, yet still want some degree of style and comfort during the week.

If your off-road driving consists of graded dirt roads, you desire all-wheel drive for bad weather, or tow something as light as personal watercraft, Nissan's Murano might be better. But if your path has tree stumps, rocks, ruts, mud or all of the above, your boat or RV weighs a couple of tons, or you like your Xterra but want more luxury, the Pathfinder may fit.

However, don't let the truck talk fool you. Thanks to independent rear suspension and large tires, the Pathfinder rides well and the rack-and-pinion steering works precisely and turns tighter than many mid-size sedans. Also, the Pathfinder doesn't require a climb to get into and will fit easily in garages and standard parking spaces.

The mid-size SUV market isn't as huge as it once was, but many of the contenders, such as the Chevy TrailBlazer, Dodge Durango, Mercedes ML-Class, Mitsubishi Montero, and Toyota 4Runner, can't offer the mechanical combinations, nor in some cases the aggressive styling, that the Pathfinder does.

Only astute observers will notice the 2008 Nissan Pathfinder snout is two inches longer than the 2007 models, though faithful will notice the smoother tailgate, new wheel styles and side moldings, and near total absence of superfluous character lines. The large fender arches are integral with the sheetmetal and set off by indentations around their periphery to promote the muscular attitude.

The cleaner nose job sweeping into the front arches reminds of a Dodge Nitro, but Pathfinder's minimal overhangs, angular edges, semi-concealed rear door handles and vertical hatch maintain its roots as a genuine off-road worthy four-wheel drive.

Side steps (purposely left off the SE Off-Road) are well-integrated and allow easier entry/exit for shorter occupants without dirtying trouser cuffs of taller riders, the roof rack mounts are open at the ends for hand-holds and securing of cargo (the non-skid surface on rear bumper and side steps helps, too), and the aft-angled rear doors simplify access to the third-row seats.

Stylish wheels have always been a part of Pathfinder and the wheels on our example were no different, with machined spokes and painted backgrounds, all clear-coated.

Just a few mid-size SUVs remain with a combination of a truck-style frame and independent rear suspension (IRS), but not many can compete with the Pathfinder when the going gets rough: The Mitsubishi Montero doesn't offer a V8 and the V-6 can't match Nissan's; the Ford Explorer is not the trail-exploring tool the Pathfinder is, and its engines can't match Nissan's. Look underneath a Pathfinder and you'll find steel, and lots of it: a fully boxed frame essentially a smaller-dimension version of that employed by the Titan and Armada full-sizes, steel suspension arms, plenty of bracing, and all the important bits tucked up out of harm's way. Despite a V8 underhood there is still sufficient space for do-it-yourself maintenance or quick belt replacement. The Toyota 4Runner is among the few vehicles that can compete with the Pathfinder off road. Others include the Jeep Grand Cherokee and the Land Rover LR3.

Since it's based on a truck and not a minivan, the mid-size Pathfinder won't have the room of the minivan. But inch-by-inch it's an efficient layout. Third-row room is more comfortable than the numbers suggest and better than many longer three-row SUVs such as the Jeep Commander that use a solid rear axle. And unlike the sloping hatch of many crossovers, the Pathfinder's upright hatch doesn't impinge on cargo room and sheds snow and ice much better.

Jump into a 2008 Pathfinder and you may well do a double-take: perforated heated leather front seats, mercurial-looking pewter console trim, and a central control area that appears capable of landing an aircraft. Check the window sticker. Repeat aloud, incredulity permitted, "This is a Pathfinder?"

Alright, so the basics are much the same as last year, it's just got new style to impress the eyes and offers more without adding confusion. Little changes in edges here and materials there make a synergistic improvement, suggesting Nissan got top dollar for its development buck.

Interior room is typical of a mid-size SUV, with legroom diminishing as you head rearward.

Front seats provide support and a good view all around, though a few may complain about the thick pillar just behind the driver's door. A tilt steering wheel complements adjustable pedals for a wide range of driver positions and sizes. Steering column stalks are nicely positioned and damped and logically laid out.

Materials appear well-crafted and chosen, with easy-clean surfaces on the indented door panels. The shifter would feel at home in an expensive luxury car, though we would prefer the shifter on the left side of the console rather than the far side. The driver faces gauges that include oil pressure and volts, the better for keeping tabs on things when four wheeling. The central screen displays images from the rearview camera whenever you shift into Reverse, a feature that's available even if you don't order the optional navigation system. Two gloveboxes are provided, and one of them locks.

A bank of white-on-black switchgear for audio and climate falls mid-pack for intuitiveness (non-navi models have two adjacent Back buttons) yet is quickly mastered. In a system more manufacturers should consider, radio stations are memorized in three lettered groups and not by AM, FM, or XM, so you can mix and match bands as you choose. That's much better for switching among your favorites.

The second row seats three, with only a modest bulge in the center floor and scalloped front seatbacks for more knee room. With full roll-down windows and overhead AC ducting (controlled from front or back, driver's choice) there's no claustrophobia, partial recline improves comfort, and third row riders have a good view and their own vents. Every rear seat has an adjustable headrest that keeps a low profile and, unless there's a center passenger, the view through the well-swept deep rear window is preserved for the driver. Each section of the middle row folds individually, and a simple latch pull pops the outer seats forward for third row access.

The third row is split 50/50 and raised or dropped with one touch from the cargo area. You can put small adults back there because of the low floor line, or if you want the skis indoors, fold the left side seats and sit on the right.

Cargo space is moderate when all three rows are up but expands exponentially as seatbacks drop. There are small netted pockets to the left and in the hatch (along with the first aid kit), a full-width grocery net, room for some small gear or your personal effects under the floor, a rubberized deck material for fast clean-up, and tie-down points in the floor, sides, and roof to restrain anything you load. A side benefit of the independent rear suspension is a load floor just 30 inches from the ground, and the hatch glass can be opened separately for tossing lighter stuff in.

The invigorating drive that characterized the first Pathfinders remains, it's just been refined without giving up the performance the Pathfinder-faithful crave, both on trail and on highway.

Nissan's 4-liter V6 is a proven performer and award winner, similar to the engine used in the 350Z, G37, and every moderate-size Nissan and Infiniti sedan. Properly tuned for truck use by favoring torque over horsepower, it makes 266 hp and 288 pound-feet of torque here, about the same as some domestic V8s, and is more than capable of propelling the Pathfinder with verve, smoothness, efficiency (bearing in mind these are 2.5-ton trucks, on big tires, etc.) and noise only when you get on it.

However, for the first time in a Pathfinder you can now get a V8, and Nissan figures a fifth of Pathfinder owners will tow or want to make the power statement. This is a walk softly and carry a big stick kind of statement.

Stolen right from the Titan and Armada, the 5.6-liter V8 purrs quietly in the background until the reins are let go and all 310 hp and 388 pound-feet of torque come on line. These numbers obliterate most in the mid-size frame-and-body SUV class and any with IRS, and with the five-speed automatic ideally matched the Pathfinder goes quickly, right now. Of course there is a penalty with EPA numbers of 12/18 mpg City/Highway for a 4WD V8, but those use the new-for-2008 methodology and our example bettered 17 mpg in mixed use. For a 5,000-pound four-wheel-drive, that's quite competitive.

Genuine 4WD SUVs don't typically deliver the utmost in cornering prowess because the required responses and tires are often contradictory to off-highway traction. Just because a Pathfinder has the same 50/50 weight distribution of a BMW doesn't mean it changes directions like one; conversely, if a BMW tried to follow a Pathfinder down a rocky trail, it would soon come to a grinding halt. However, trail tuning and four-wheel drive do often deliver a surprisingly soft ride on pavement (relative to the truck-based design and aggressive tire tread), especially on pot-holed, frost-heaved or otherwise neglected roads. Body/frame isolation is good, much like that of a Toyota Sequoia or Lexus LX470, and big tires equal big sidewalls, so small impacts like lane-divider dots tend to imperceptibility.

A V8 lifts the tow rating from the V6's 6,000 pounds to 7,000, which we didn't get to use. We did manage to fully load one and found the rear suspension touched the bump stops a bit earlier, as expected, yet composure remained stable and not one of the passengers complained about the ride.

The steering wheel is answered promptly and thick anti-roll bars minimize body roll (lean) without limiting the axle articulation desired for off-road use; there are vehicles that use more sophisticated devices for the best of both worlds but they cost much, much more than a Pathfinder and frequently will get no farther down the trail. If you've ever driven a softly sprung French car, many designed for also-marginal roads, you'll feel right at home.

Brakes respond equally well, and hitting them hard will produce some nose-dive typical of well-sprung SUVs; repeated heavy braking produced no fade even with a full load on board.

The 2008 Nissan Pathfinder builds on a good thing, bringing more amenities, cleaner style inside and out, and offers a testosterone-laden V8 for power freaks and routine trailer pullers. If you need a capable seven-seat mid-size utility able to go beyond most drivers' requests, it deserves consideration.

Whale test drove the Pathfinder V8 in rural Wisconsin and not-so-rural Southern California.Tom Lankard contributed to this report.

Source: newcartestdrive

Welcome new 2010 Nissan Pixo

Gracing the Nissan stand at the Paris Motor Show alongside the futurisitic NuVu and the revised Note mini-minivan is a new city car, the five-door Pixo, built in collaboration with Suzuki.

Competing in the hot A-class category (hot in all markets but North America), the four-passenger Pixo measures a tiny 11.7 feet long (just a few inches shorter than a Mini Cooper), 57.9 inches tall, and 63 inches wide.

Nissan has offered few details about the powertrains, other than to say it has a 1.0-liter three-cylinder engine “full four-speed automatic transmission”—as opposed to a partial four-speed automatic? The Pixo “continues the theme of compact urban motoring with outstanding green credentials,” as a companion to the electric Nuvu.

Nissan Pixo is scheduled for sale in Europe in the spring of 2009 and in the U.S., well, never.

2008 Nissan Murano Review

The new version, because the United Kingdom in October 2008, but already available in the USA, a new body which maintains a bit arty who have seen the original iteration distinctive. A new front end includes a revised grille, headlights and bonnet, with more pronounced wheel arches. At the rear, there is a new form of rear LED lamps and large tail. The interior has also been a beauty.

Mechanically, have been a number of other changes, including revisions to 3.5 liter V6 that have added 35bhp, taking the power output to 265bhp, and the couple was also brought to 248lb-ft. The engine is mated to a second generation of Nissan Xtronic CVT (continuously variable transmission) gearbox.

A niche product, the Murano is the kind of car that urban 4x4 drivers to buy: high-riding, typically stylish and comfortable, this is never to get muddy if parked at the likes of Glyndebourne or overflow parking at Twickenham.

And there is also something of a contradiction at the heart of new Nissan Murano: its appeal will seem quite fashionable, design metropolitan conscious buyers, but that is exactly the kind of public baulks to be seen as destroyers of the planet, to 3.5-liter V6 is likely to be beyond the pale for them.

There is also a warning to our review: we tested an early US-spec car, therefore likely to be some adjustments made before his arrival in the UK in the autumn of 2008.

The price is yet to be confirmed, but he believes that there will be a small step of the premium charged £30190 for the last iteration.

The former Murano generally not show up in reliability surveys, largely because it does not sell in large enough numbers.

However, Nissan products are quite well - the X-Trail, for example, appears at number nine in the latest survey by JD Power 4x4 - with the company ranked seventh in direct manufacturer's warranty index reliability.

The 3.5-liter V6 engine produces 265bhp at 6000rpm and 248lb-ft of torque at 4400 rpm, which puts it well in sports 4x4 territory: there are a lot of power on tap and delivery very good. The automatic gearbox CVT has also been revised and improved, the changes are not exactly fast, but it swaps cogs in points in the rev range to ensure that neither boring nor undue jolting over-revving (as is often the case with the FPC "boxes).

The car we tested was the first model built for the U.S. market, there will be some changes to meet the drivers of the United Kingdom, the largest which is a stiffening of the suspension of 10%. The car led us wallowed too much for our taste - that Americans do not seem to mind - but bent a suspension must end over it, enabling it to fight against roads with the types of turns U.S. drivers face rarely.

The direction, as might be expected of such a car is quite uncommunicative, which is unlikely to change United Kingdom on cars when they arrive.

Again, because the Murano is sold in limited numbers, there is no Euro NCAP rating: However, apart from a poor spectacle of Navara Pick-up before being revised, the latter generally have Nissans good crash test figures, with the Qashqai particularly well mark (five stars for protection of adults, four children and two for pedestrians). The Murano also acquitted himself and the USA-crash tests, which are quite stringent.

The Murano offers a comprehensive set of active and passive safety features, including six airbags, seatbelts with pretensioners before, active head restraints, tire pressure and monitor the child seat anchors (Isofix the UK Uni).

All-wheel drive, the Murano has a vehicle dynamics control (VDC) system with yaw, skating wheels and steering angle sensors and standard ESP and ABS with electronic brakeforce distribution (EBD).

The spec US-led us car is extremely comfortable, but there was a little too bodyroll. However, the United Kingdom car will have its suspension tuned for European tastes and will be approximately 10% stiffer, which should still be in line for a trip.

The Murano is equipped with new seats that were designed to be more positive and certainly do the job: with a steering wheel that adjusts for rake and reach, tension and heated seats means that drivers of all sizes must find a driving position that suits him, as you want for a car for whom comfort is near its USP.

The rear seats offer plenty of room too, with adults in the back after a lot of space. The 60/40 fold-flat rear seat now has a function to return - the seat back to the vertical position at the touch of a button - and there is a new sub-floor storage in the trunk.

Bose equipment includes a loudspeaker 11-hi-fi mated to a six-CD changer, new Nissan Navigation System with a more user-friendly graphical interface, menu structure and research, a 9.3GB Music Box hard drive, Bluetooth, speech recognition and optional iPod connector.

Source: channel4

Nissan Qashqai+2

Due to the huge success demonstrated in Europe, Nissan decided to launch the seventh version of the Qashqai called Qashqai+2. One may wonder why the company has decided to appoint the car as it… Well, the new Nissan is built on the success of the original Qashqai by adding space and versatility to create the first family Crossover . The new Qashqai +2 is regarded as the first Crossover for families.Like employed and the multi award-winning original Qashqai +2 has been designed and manufactured in Europe and will be built at Nissan highly productive Sunderland plant in the UK .

Not content with breaking sales records, Nissan Qashqai - define the segment Crossover compact - is ready to explore new frontiers. With the original version, notching up more than 170000 sales in Europe since the launch Qashqai will soon be joined by a new version to seven seats.

Called +2 Qashqai, the new model is considered by Nissan as the first Crossover activity for families and with the imminent arrival of the second generation Murano, Nissan helps extend the Crossover offers three distinctive models. Sales in Europe will begin in October.

Qashqai +2 customers will be looking for a car that has the space, convenience and usefulness of a traditional carrier, but who want a more attractive, sophisticated design. Nissan Research shows that existing customers of the Qashqai are clearly attracted to it by its design - three quarters are again Nissan - and this is a trend that will continue with Qashqai +2. These customers are not attracted by the people existing carriers with three rows of seats. At the same time, Nissan Research shows that an increasing number of customers in this market segment are not interested in "family" SUV with a third row of seats. They are seen as too big and too boxy to their needs.

In this context, Nissan's European Product Planning team has identified a group of potential customers who are looking for a style yet practical family car. Qashqai +2 theme of continuous link so successfully launched by Qashqai, by sitting in between two well-established market segments and attracting customers who are not entirely convinced by any of these traditional options.

The results of the first clinical Qashqai +2 score showed that potential customers perceived as more family-oriented, which offers more independence, being ideal for a family vacation in progress and offering more fun than the traditional choice .

They also acknowledged the increase in its practical nature, space and versatility, as well as courses more attractive and elegant than its alternatives.

Where Qashqai generally attracts buyers who do not have children or a single child or whose children have already left the nest, Qashqai +2 provide rational benefits of a practical family car, with elements such as the elegant design, of the premium quality and an interior engaging driving experience to meet the more emotional side of the equation of purchase.

As the multi award-winning original Qashqai +2 has been designed and manufactured in Europe and will be built at Nissan highly productive Sunderland plant in Britain.

In January this year, the plant - which produced a record 353,000 vehicles in 2007 - Qashqai transferred to the production of models for export to Japan at the company's plant in Kyushu in Japan to free capacity additional production for Europe. Also in June, a third shift will be added to meet the demand of a surge in sales.

"The arrival of Qashqai +2 broaden the appeal of the range still further, so that the third shift at Sunderland is absolutely essential if we are to remain at the high demand for the model," says Simon Thomas.

Qashqai +2 share family clear design DNA to the original, but is subtly different from virtually all angles. Created by the designers at Nissan Design Europe in London Paddington, the new model is essentially identical to Qashqai of the A-pillar forward… behind but everything else has changed.

With a wheelbase of 135 mm extended - taking to 2765 mm - total length of the Qashqai +2 rose to 4526 mm, an increase of 211 mm on the five-seat version.

To ensure that there is enough margin for the third round of the seats, the roof has been extended and re-shape at the rear of the vehicle, adding to the 38 mm height, and put 1643 mm. Height in the front and middle row of seats has increased by 16 mm and 10 mm respectively, while the knee room in the middle row improved by 23 mm.

At the same time, both front and rear doors were restyled: window frames of the front door are square in accordance with the re-profiled roof, while the rear are completely new pair - plus square and also with the window frames.

Other changes include a larger style side windows at the rear to provide a bright and spacious environment for the occupants of the third row of seats. Greater differentiation between five and seven-seat versions is provided by a new hatchback with a rear window deeper profile and revised bumper to the rear and a key, the grille, unique to Qashqai +2, in the front.

Another feature found outside standard on Qashqai +2 is a huge panoramic glass roof to give the same light, airy feel that is so popular with existing customers on the Qashqai. The fixed roof is 140 mm more than the equivalent sunroof available on Qashqai and has an electrical contact operated umbrella.

In addition, a Qashqai +2 roof bars Series by adding a premium to feel his silhouette, while glass clouded the privacy of all windows behind front doors are standard on all versions.

Styling aside, the nature of the new model means much of the engineering and development work has been concentrated on the rear of the car where the objective was to make it as flexible, practical and comfortable as possible for passengers.

Elongation of the rear door has improved penetration of the passenger while access to the pair in the rear seats is further facilitated by the mid-bench. As a folder folding, the chassis now slides forward and aft to give rendez-vous in access to the second row.

As moving through a total of 100 mm, the middle seat now has a triple operation on a folding split 40/20/40 added modularity. The five seats on a 60/40 splits. The case is also tilt and no less than nine adjustment positions on a range of 10 degrees to 25 degrees of slope.

The centre'20 'double portion of a seat or a generous large multifunctional armrest. When used as an arm rest, while providing a greater sense of space for those in the third row, the rear seat consists of two cupholders and a lidded storage box large enough to hold readers Personal music, game consoles and CD. It also has an outlet. And in an upright position, the box becomes a storage recess for those in the rearmost seats.

Three rows of versatility
The third row of seats is ingeniously practice. Designed for children or occasional seats for small adults up to about 1.6m in height, the angle of the case in September fitting parameters and may, of course, be completely folded flat to increase luggage space. The seats divided on a 50/50 basis and each can be folded away just by pulling one bracelet: it is not necessary to remove the headrests first.

Following the lead set by Qashqai, the new version of the family is available in three versions of the dish and equipment - the now familiar Visia, Acenta and Tekna levels.

Depending on the version, the standard equipment includes automatic lighting, automatic wiper, speed sensitive door locks, cruise control, privacy glass, power windows, parking sensors, 16 - or 17 inches and alloy wheels of Nissan's Intelligent Key. Manual or automatic air conditioning incorporates soft flow ventilation while providing sufficient airflow over the back for passengers, a large compressor is mounted.

Subtle lighting interior is available, but all models have enough opportunities for storage, a drawer under the seat, large glove box and door pockets. Standard are also long panoramic glass roof and roof rails.

All audio systems - a single CD/radio, in-dash six-CD changer/radio or navigation system in-dash six disc autochanger - incorporating Bluetooth portable handsfree integration allowing operation distance from the phone and the caller ID display. The audio system also has an auxiliary input connection standard for MP3 players and other external audio devices.

Qashqai +2 is equipped with six airbags (front, side and curtain), pretensioners of seat belts in the front and active head restraints.

Popular options include leather embossed plate and advanced navigation satellite incorporating a seven-inch full-color screen (which doubles as the display of the rear parking camera), and speech recognition.

"Qashqai +2 adds a new dimension to the range and makes it even more versatile than the original. Delight It not only to large families, but also to anyone who appreciates its distinctive character resembles seat, and command and its extra space and flexibility, "explains Pierre Loing, Vice President, Product Planning, Nissan Europe.

"While some will come from the sale Qashqai current or prospective owners, we are confident that the majority of sales will conquer owners currently stuck with a compact classic: they appreciate the style and dynamism of the original but need the Qashqai 'seats of an MPV… Regardless of how it could be boring. Qashqai With +2 they can now have the best of both worlds. "

Source: Nissan

2009 Nissan Murano Review

When the first Murano was launched in 2003, as an '04 model, it was an instant hit for Nissan. With its unique and bold styling, it stood prominently in the CUV crowd. One might even go as far as to say that it "laid down many of the ground rules for other manufacturers to follow", which of course they did.

So, after such a good run, and with so many competitors now trading in the CUV marketplace, how does Nissan hope to follow on from such a lineage?

Well, I've just previewed the 2009 Murano, and I must say that they have managed to deal with that problem quite well indeed. The new 2009 Murano, which you can expect to see hitting the dealerships in early '08, is, in many ways, remarkably similar-looking to the current model, at least from a distance.

However, as you get closer, the picture changes quite dramatically. The new Murano boasts even more boldness to the exterior, and just about every panel has been redesigned to project precisely that.

From the completely new front grille look which integrates with the new HID bi-functional projector headlights, one gets the feeling of a vehicle re-birth. Kind of like that famous saying from the Six Million Dollar Man TV show... "We can rebuild him, bigger, better, faster!"

The fenders, which were always a rather prominent feature on the Murano, are now even more, well... prominent! This works extremely well with the sculptured lines on the rocker panels, as it almost pulls your attention inward towards the doors, as if inviting you to climb aboard.

Obviously, Nissan needed to maintain the sporty appearance of the current model, and what with the new exterior lines and the addition of some stylish 18-inch aluminum wheels (20-inch on the LE version), I'd say that they possibly surpassed themselves there.

The overall look to the new Murano is one of a tough, yet agile performer. It sits squarely on the road and one gets a distinct feeling of confidence and capability from simply looking at it.

Of course, the exterior is not the only area that has been given a shake-up. The 2009 Murano is now being built on the new "D" platform, similar to that of the 2007 Altima and Altima Coupe. It also benefits from a revised VQ-Series 24-valve, 3.5-liter DOHC V6, which produces 265 horsepower and 248 lb-ft of torque.

This is coupled to an advanced "new-generation" Xtronic CVT transmission which features Adaptive Shift Control. This system basically senses driver input and adjusts to suit his/her particular driving style. Naturally, being a CVT transmission, it can't actually change gear ratios as we know it, but revised mapping allows for more-efficient belt movement and therefore, smoother and faster responses.

The 2009 Murano also features an advanced AWD system, and comes standard with Vehicle Dynamic Control (VDC), and a Traction Control System (TCS). One particular thing which I like about the Nissan system is the fact that the vehicle always starts off in a 50/50 AWD mode. This allows for maximum traction from a standing start, yet then adjusts itself to everyday driving situations, such as highway use, where it becomes a FWD 100:0 split. At other times, it operates anywhere in between those two figures.

We now come to the interior, and straight away I have to say that I was extremely pleased to see that the dash layout has been redesigned. The pod-type look on the current Murano was something which I loathed with a passion. To me, it looked as if they had completely forgotten about it, then at the last moment, bolted in one from another vehicle entirely! The layout on the new Murano is much more pleasing to the eye, as the display is housed in a molded and nicely-flowing design. The illumination on the display is also worthy of mention, as the choice of color adds further to the sporty feel of the vehicle.

The seating has been completely redesigned for '09, and is available in either quality cloth, or double-stitched leather. In the rear, there is a 60/40 fold-flat reclining seat, with an available power-return feature. Also as an option, both front and rear seats are available heated.

The interior of the new Murano now features ambient lighting, a dual-zone HVAC system, and in the rear cargo area, a lift-up cargo organizer. I liked that idea very much, and I'm sure this will appeal to both men and women alike, as it would appear to stop everything from a potted plant to a spare gas can, rolling around.

Another rather nice option available on the '09 Murano is the power-sliding glass moonroof with second-row skylight. This allows plenty of light to enter the cabin area, which certainly adds a feeling of space to the interior.

Naturally, the new Murano comes with plenty of safety features such as six standard air bags, driver and front passenger side-impact supplemental airbags, roof-mounted curtain side-impact and rollover supplemental airbags for front- and rear-seat occupant head protection. It also features front-seat Active Head Restraints, and a Tire Pressure Monitoring System (TPMS).

Phew! That was a mouthful, eh? You know, with so many companies adding more and more safety features to their new models, especially ones with complicated long-winded names, I can see the day coming when we will have to go back to simply saying "it's fully-loaded", or maybe "fully safety-loaded". After all, these abbreviations, of which many are company-specific, simply overcomplicate a review like this. My suggestion is, if you really want to compare safety features on a model, research the available technical data.

Ok, fair enough, rant over; now we come to my favorite part, which is how the vehicle drives.

Now Nissan told us at our initial model briefing, that it had made use of several lightweight aluminum suspension components on their new platform. To be honest, we hear this kind of stuff all the time from manufacturers, but I can honestly say that the '09 Murano is one of the few vehicles that I have driven where you could actually feel the effects of that.

The new Murano drives remarkably well, and the suspension soaks up road imperfections with ease. It feels light and maneuverable in the twists and turns, and yet, at the same time, it feels well-planted on the road. To put it plain and simply, the '09 Murano inspires a high level of confidence in ability of the vehicle.

To illustrate that further, during the preview, I spent several hours driving in what can only be described as "horrendous driving conditions". Arizona, which apparently had not seen rain for the previous 3 months, was granted its wish tenfold, because the heavens opened up and the rain came down by the bucket load.

The news constantly reported flash floods and vehicle accidents. In fact, we passed numerous vehicles that had left the roadway. However, it has to be said, that during the entire drive I felt totally secure and at ease with the vehicle, and when you think about it, isn't that what CUV ownership is really all about?

The new Murano range from Nissan will feature three models, the S AWD, the SL AWD, and the top of the line LE AWD. Expect to see these arriving at dealerships early in the New Year. As of yet, no pricing has been announced.

Source: auto123.com

Nissan 350Z Review

The Nissan 350Z is the modern interpretation of the original Datsun 240Z. It's fast. It's fun to drive. It's pure sports car. And it's affordable, or at least attainable. The new Z is as responsive as a hungry cheetah, with racecar handling, rear-wheel drive, and thrilling acceleration performance.

The new Z is a great value for the driving enthusiast. While the previous-generation twin-turbocharged 300ZX (discontinued in 1996) delivered stellar performance, it was too expensive for most of us. The new 350Z is far more affordable, starting at just $26,269. And that's no wimpy base model with a commuter engine. All 350Zs get the same sports suspension and Nissan's superb V6 engine, which punches out 287 horsepower and strong torque. That much power, along with a six-speed gearbox, carbon-fiber driveshaft, drive-by-wire throttle, anti-lock disc brakes vented front and rear with EBD, plus convenience features like automatic temperature control and a premium stereo, do not normally come on cars below 30K.

Nissan says the 350Z was designed to be a sports car an enthusiast can live with every day. While its firm ride, abrupt throttle response, and awkward cup holders don't necessarily make it a great place to drink coffee, eat doughnuts, and make phone calls on the way to work, it is a comfortable car with usable cargo space, and getting in and out isn't impossibly awkward. Order it with the excellent five-speed automatic, and you'll have a better commuter for the daily stop-and-go.

With its bulging front fenders and fast back, the Z reminds me of a Porsche 911. Not everyone agrees with this assessment, of course. Regardless, driving the new Z draws a lot of "nice car" comments, including one from a Porsche Carrera 4 driver.

The shape of the Z suggests a mid-engine design. The engine is in fact in front of the driver, but it's behind the front axle. That's why Nissan calls it a front mid-ship placement. (In that respect, it's somewhat similar to the Mazda RX-7 design.) The Z shares its architecture with the Infiniti G35 coupe and sedan. Moving the engine rearward improves weight distribution, which improves handling balance. The new Z weighs about 3,200 pounds, split front/rear 53/47 percent. It's balanced well for accelerating out of corners.

An extremely short front overhang and a short rear overhang makes for agile handling. It also means you don't scrape driveways like you do in a Corvette. Bulging fender flares make the Z look like it's ready for the racetrack, which it is.

Its shape, besides looking really cool, allows the Z to slice through the air with a minimum of drag (0.29 on the Track model). Airflow is managed well underneath, with zero lift on the front (and zero lift on the rear of the Track model). All this math adds up to relatively low levels of wind noise and a stable sports car at high speeds.

The interior of the Nissan 350Z is a cockpit designed for driving, helping the driver quickly become one with the car. The carbon-fiber colored cloth seats are form-fitting, supportive and comfortable, made of a soft material that grips the body in the corners. The driver's seat features a mound in the center to prevent the driver from sliding forward. Aggressive side bolsters grip the waist to hold the driver in place. The leather seats in the Touring model seem a little firmer than the cloth, and are available in charcoal, burnt orange or frost. Either cloth or leather is a good choice in this case. The supportive seats and a driver's dead pedal mean you never feel like you have to hang on to the car. The seating position should be good for drivers with long legs; I felt a little close to the wheel when the seat was adjusted for my legs. It's worth noting, however, that this feeling went away the moment the key was turned in the ignition.

The interior of the Z seems to suggest a carbon-fiber racecar tub. The material surrounding the shifter and forming the center dash looks like carbon fiber. Likewise, the large expanse of gray material lining the door panels suggests carbon fiber in appearance. The quality of the materials is okay, though some of the pieces would never be allowed in an Audi. It looked austere at first, but quickly grew on us. Stylish interior touches, such as the inside door handles integrated into aerodynamic pods for the side vents, give the Nissan 350Z a racy, modern look. Passengers often grope for the door release the first time they try to get out, distracted by the big grab handles adorned with genuine aluminum and relieved by the Z's dot motif.

Stylish audio controls include a big volume knob, clearly marked buttons for channel seeking, and six station buttons that can be preset simply by holding them down. We confess we were too focused on entertaining ourselves with the car to turn it on, and we drove various models of the Z on both coasts. Below are three large knobs for the automatic climate control system, which comes standard. Nicely designed wiper and headlamp controls are mounted on short stalks. The leather-wrapped steering wheel looks and feels great, and comes with cruise controls on the right spoke. Overhead are well-designed map lights and a bin for sunglasses. Power window switches are auto-up/auto-down.

Turning the key and hearing the engine roar to life is the first indication the Nissan 350Z is no poser. Turning onto a winding road proves this beyond a shadow of doubt. Sharp steering, terrific handling, and excellent grip make this a real driver's car. This car is very fast with brilliant acceleration.

Mounted longitudinally and driving the rear wheels is Nissan's excellent VQ V6 engine. It's smooth and sounds like a big sports car engine. It generates lots of torque at low rpm, pulling smoothly from about 2000 rpm. Maximum torque of 274 pounds-feet comes at 4800 rpm, tapering off as maximum horsepower of 287 hp is reached at 6200 rpm. The engine is still pulling smoothly as the rev limiter steps in somewhere just north of 6500 rpm, but this engine is more about low-rpm torque than high-revving horsepower. Nissan's Continuously Variable Valve Timing Control System helps the V6 produce a nice, linear band of torque. Drive-by-wire technology reduces mechanical weight and complexity.

The short-throw shifter feels good and it's effective. The six-speed gearbox shifts quickly and deliberately. It's so well synchronized you almost don't need the clutch (though Nissan recommends using it). Clutch pedal effort has enough heft to remind the driver this is no Honda Accord.

The automatic transmission works great, really smooth and responsive. Driving the automatic, didn't leave me feeling like I was missing out by not having the manual. The Touring model with the automatic and 17-inch wheels felt like the perfect combination for hurtling down New York's Taconic Parkway.

The Z feels taut and well controlled. It really stuck when accelerating through fast sweepers on California's Palos Verdes Peninsula. The steering is sharp and accurate and the Nissan 350Z changes directions brilliantly in transient maneuvers, without excessive understeer turning in or sloppy oversteer coming out. Cornering is flat, without much body lean. The 17-inch tires generate lots of grip, even when driving in a rebellious manner. It's hard to imagine using it up outside a competitive event or emergency maneuver. The 17-inch wheels offer a better ride than the 18-inch wheels on the Performance model. In either case, the ride does get jouncy on bumpy roads, most noticeably when cruising slowly, but it doesn't beat you up and we expect that with a sports car like this.

The Nissan 350Z stands alone as an affordable, high-performance hardtop sports car. Its rear-wheel-drive chassis is rigid, its suspension is taut for excellent handling, and the V6 engine delivers lots of torque for strong acceleration performance.

Starting at less than $27,000, the new Nissan 350Z delivers with no-frills hardware, including a carbon fiber driveshaft. All models deliver stellar performance. Whether you opt for the six-speed manual gearbox or the five-speed automatic, there are no dogs in the lineup. The interior is the weakest link here, but it grows on you with a little time spent living with it.

Source: nctd.com

Nissan Xterra Review

The Nissan Xterra SUV is aimed at younger or more active consumers who need a midsize SUV with enhanced off-road capability. Built with stout body-on-frame construction and functional four-wheel drive, the Xterra continues to be a steady seller among those who use their SUV for outdoor recreation as well as those who want to give off that impression.

Compared to its car-based SUV competition, the Nissan Xterra's on-pavement performance is not as comfy or refined, but if serious off-roading is part of your routine then we'd recommend it as one of the better new or used sport-utilities on the market. The Xterra features solid build quality and a reliable nature, which translates into confidence-inspiring peace of mind as you head off into the wilderness of the urban - or more distant - jungle.

Current Nissan Xterra

The latest Nissan Xterra is powered by a 4.0-liter, 265-horsepower V6 driving through a five-speed automatic or six-speed manual. There are four trim levels: X, S, SE and Off-Road. The first three are offered in both rear- and four-wheel-drive versions, while the Off-Road is offered in 4WD only. The entry-level X is minimally equipped, while the S adds items like cruise control, remote keyless entry and full power accessories. The SE piles on more premium touches while the Off-Road model loses the luxe touches in favor of extra equipment that improves off-road performance.

In reviews, our editors have found that the second-generation Xterra's strengths include its powerful V6 engine and above-average off-road capability. It still doesn't deliver the sharp handling that a crossover SUV would, however. If you never plan on leaving the street, there are certainly better compact or midsize SUVs on the market.

Past Nissan Xterra Models

Nissan unveiled the rugged and functional Xterra compact SUV in 2000 against a competitive set comprised mostly of more fragile and less capable car-based competitors. While it sold well initially, early Nissan Xterras did have a few rough edges: The bare interior was constructed of hard plastic panels, the ride was harsh and the modest four-cylinder and 170-hp V6 engines barely had enough oomph to propel the truck-based SUV around town. Detail upgrades carried through to 2002 when Nissan attempted to fix these flaws in a midcycle freshening by adding a supercharged V6 to boost performance, modifying front-end styling - including a hood bulge on blown models - and refining controls, cabin trim and audio systems to help bring it up to date.

In 2003, the 3.3-liter V6 received a slight power boost, the SUV got trim and styling tweaks to further differentiate it and Nissan's VDC stability control system and head curtain airbags became available. To avoid the teething problems in 2000-'01 vehicles, shoppers may want to focus on these revised 2002-'04 models with V6s when searching for earlier, first-generation used Xterras.

In 2005 the Nissan Xterra was significantly reworked for the first time -- not sharing a single part with its predecessor yet looking vaguely familiar. The second-generation vehicle's overall length was unchanged, but the wheelbase was stretched by 2 inches. This not only resulted in a sleeker and more integrated look, but also improved ramp angles for increased off-road clearance. The Nissan Xterra now climbed more like a mad mountain goat thanks also to an all-new chassis and a powerful new 4.0-liter V6 producing 265 hp. For 2006, the big news was a new entry-level X trim level for the more budget-conscious.

Source: edmunds.com

Nissan GT-R debut

Nissan Motor Co., Ltd., and Nissan Motorsports International today announced that the NISSAN GT-R will run in the GT500 class of the SUPER GT series in Japan for the 2008 season. It has been four years since the GT-R last competed in Japan , when it won the Japan GT Championship in 2003 . Private testing is planned to start soon in Japan.

GT-R was developed with a new understanding and appreciation of the Earth’s natural forces – gravity, inertial force and aerodynamics – and translates those forces into a completely new design, maximising tyre grip and airflow.

Basic vehicle dynamics and integration with the driver have also been examined, resulting in new componentry and creating a Human-Machine Interface (HMI) never seen before in the marketplace. All of these theories have been integrated to balance “speed and efficiency,” “high-output with environmental mindfulness” and “high performance and safety”.

Taking these factors into account, Nissan created the all-new Nissan GT-R, which offers advanced high performance for secure and enjoyable driving free of climatic, road condition or driving technique limitations. GT-R offers ultimate performance for virtually every driving situation – whether it is the Nurburgring circuit, where GT-R has been developed, to snow, rain or urban areas – all manageable by the GT-R driver through advanced technology and driving dynamics.

Source: nissan

Nissan Navara is bestseller in the UK

The latest Navara range builds on the lifestyle image of the vehicle with the addition of integrated indicators and puddle lamps within the door mirrors along with a new six spoke alloy wheel design (SPORT, OUTLAW AND AVENTURA).

The award winning Nissan Navara has been the top selling pickup in the UK for three consecutive months, forging ahead of its rivals for fiscal year 2007/08 selling 3369 units and taking a 28% market share. With upgraded models currently arriving in showrooms this success looks set to continue.

Sales volume is only part of the story as the sales mix has been dominated by the higher end models. 94% of Navaras sold are double cabs and 53% of those are specified in AVENTURA trim, of which 41% are requested with automatic transmission. OUTLAW accounts for 34% with the remaining being SE and standard versions.

The most popular colour choice with 42% is Metallic Black followed by Storm Grey and Starburst Silver at 22% and 20% respectively.

Changes to the already generously specified Navara also include Bluetooth® hands free mobile phone system across all grades, with caller ID display, storage of 100 names and numbers plus digital processing ensuring the clearest possible sound quality. Aluminium kick plates on the front door apertures as well as on the tailgate access, plus the addition of footwell illumination add to the premium feel of OUTLAW and AVENTURA. A new colour, Emotion Red has also been included to the range.

The ‘Die-Hard’ special edition which went on sale last month, proved to be very popular with buyers as the full 444 allocation were snapped up before they even arrived in dealer showrooms. Deliveries are expected between now and September.

Prices for the Navara start from £17,615 on the road and all come with Nissan’s comprehensive 36 months or 60,000 miles, 12 year anti-perforation and three year paint pan-European warranty.

Source: 4wheelsblog

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Nissan sets date for X-Trail premiere
Nissan Altima Problems and Complaints

Nissan sets date for X-Trail premiere

A preview of the latest model from Nissan is to take place at the forthcoming CLA Game Fair.

The new 4X4 will be on display from July 27th to 29th at the country sport exhibition, enabling potential buyers to check out the vehicle in more detail before it hits showrooms in September.

Nissan also intends to showcase its full range at the event, where visitors can join in activities such as game fishing and horse displays.

Details of the new X-Trail emerged earlier this month, with the car being completely restyled and available with automatic transmission in all variations of the model.

Prices are set to start at £18,795 for the 2.0-litre Trek option, while the 2.5-litre Sport and Aventura options will cost £20,695 and £22,695 respectively.

A number of extras are also available, such as the "eXtreme upgrade" - which includes roof rails and integrated lamps for another £425.

Source: vcars

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Nissan Altima Problems and Complaints

Nissan Altima Problems and Complaints

Nissan should re-evaluate the way they deal with customer complaints regarding the Nissan Altima. Regardless of a warranty, there are certain things a product should not do. Cars are personal and building a car that rusts even for an owner that baby's his car is unacceptable. My Nissan Altima only 14,000 miles in 3 years.

I called the dealer who told me that since it is 2 months past my 3 year warranty, and even though the rust obviously occurred during the warranty period, the only thing they could do would apply for a goodwill repair, but I would have to take the car to the dealer to be inspected. I took time off from work, drove to my dealer, and without even inspecting the car (which tells me that this is a common problem), the paperwork was completed. The next day I got a call telling me that it was turned down, but I can appeal via the Nissan 800#.

Nissan Customer support informed me that the wheels have protective covers (formerly known as hubcaps) and that they should not rust. Since I park at a train station filled with 2004 Nissan Altima's (for some reason Altima is the third best selling car on Long Island), I noticed that the "protective covers" do not protect the wheels on anyones car. I calmly explained that each "cover" is not solid, but has triangular cut outs where the rust forms.

They told me that a regional manager will call. No one called.

The car business is competitive and up to now I was so thrilled with Nissan that I was going to buy a Nissan Murano in December and a Nissan Sentra for my son.

The marketing lesson. According to the book "Ultimate Question", every customer in the bottom 2 boxes on a 10 point user satisfaction scale will result in 7 lost sales. All I can say about Nissan and the complaints I've made against the Nissan Altima is that I hope they sell 7 less 2007 Nissan Altima's this year.

Source: roguemarketer