Upcoming Luxury Nissan Teana Cars Wallpaper

Upcoming Nissan Teana Cars Prices is Rs. 25,09,000 - Rs. 29,41,000 with Cars Specification in this car features is comfort and convenience it too good, engine Specifications, aggressive look also available in this car.

Luxury Nissan Teana Cars Specs

A Front Cars Nissan Pictures

stability and handling is too good of this car

2012 Nissan Micra Diesel Cars Prices

New 2012 Nissan Micra Diesel cars photo gallery and Micra car prices is Rs. 6,75,000.

Orange Color Nissan Micra Diesel Cars Variant Prices And Features Stability is Too Good

Sporty Look Nissan Micra Diesel  Cars Review and Photo Gallery

Back Side View

Nissan Murano

Nissan Murano

Nissan Murano is a one of the upcoming cars of Nissan India. It looks like mid-size SUV and crossover. It was first unveiled in December 2002 and thereafter Nissan launched many upgraded versions of Murano. The company is planning to launch both petrol and diesel version of it in UK and Indian market by 2012.

Nissan Murano

Engine - It is a front wheel drive (FWD) vehicle which is also available with four wheel drive as an option. The car is equipped with powerful 3.5L, 24-valve, SOHC, V6, petrol engine. It comes with both petrol and diesel variants where diesel variant comes with 6 speed manual gearbox.

Nissan Murano

It has got stylish front fascia and stunning rear design, The ORVMs are in body color with 3D Front fog lamps (like cluster). The car looks funky from rear side with LED tail lights and rear defogger. The 20 inch alloy wheels add much more beauty for the car. Totally the design of the car will attracts young generation, it looks like specially designed for youth in Indian market.

Nissan Murano

Interior - It will come with has extraordinary interior features. The driver seat of the car is 6 ways manual adjustable with lumber support while the passenger seat is 4 way adjustable; all the seats are heated.

NISSAN X-TRAIL

Following its international unveiling in July, Nissan Australia has today announced availability of its updated-for-2011 X-Trail line-up, bringing a number of modest styling and equipment updates.

Available from September, the 2011 X-Trail benefits from an almost range-wide price drop, with only the manual and automatic diesel-powered TL grade unchanged.


Styling


On the styling front, the updated X-Trail gets an updated front grille, bumper and headlights, while the rear-end also gets a new bumper, along with new LED taillights.



The updated headlights now feature clearer and brighter Xenon lights for the Ti (petrol) and TL (diesel) variants, while the new LED tail-lights are fitted to all models.




Thanks to the new front bumper, the updated X-Trail is 10 mm longer overall, and 10 mm wider and higher thanks to the new wheel and tyre specification.


Interior


Inside, the 2011 X-Trail gets a revised instrument panel with larger meters and a new display, along with new colours and trims.


Upgraded seat trims, with new patterns and thicker materials are joined by additional silver highlights inside.




Redesigned front seat backs allow an additional 10mm of knee room for rear seat passengers.


Equipment




The 2011 X-Trail features a glove compartment with heat-retention and refrigerator functions, a three-point seatbelt and headrest for the centre rear seat, and an intelligent key system and engine immobiliser.


All models now get telescopic adjustment for the steering column and a Bluetooth hands-free phone system, with steering-mounted phone controls (now on ST models).

The ST model scores a six-stacker CD changer and the ST-L (petrol) and TS (diesel) add the rear cargo cover and new wider double five-spoke design 17-inch alloy wheels.


There is also a new instrument cluster in the dash, with larger dials for the Nissan Vehicle Information Display drive computer. This provides readouts of current fuel consumption, distance to empty, distance to oil change and warning messages, when required.


Mechanical


Power remains unchanged for the X-Trail's four-cylinder petrol engine, producing 125kW and 226Nm of torque, however fuel consumption is down to 9.1 l/100km for both manual and CVT variants (9.3 and 9.5 l/100km previously). The petrol engine is now also compliant with Euro IV emissions regulations.


For the updated six-speed automatic transmission fitted to the diesel TS and TL variants, a technology upgrade allows a reduction in fuel use at idle.


This is achieved by the transmission shifting into a near neutral setting when stationary in drive mode, reducing engine load. Another benefit is a reduction in idle vibration.


Power figures for the 2.0 litre diesel also remain unchanged, developing 127kW and 360Nm of torque.




X-Trail variants equipped with either the updated automatic or the Continuously Variable Transmission also get a recalibrated Advanced Hill Descent Control system, designed to allow the driver to control the speed of descent, either by applying the brake or the throttle during descent, within a speed range of 4km/h to 15km/h.


Improved aerodynamics (including underbody cladding) cuts the drag coefficient to 0.35 help reduce fuel consumption and emissions still more.


The new 17-inch alloy wheels for the ST-L and TS variants are now wider, moving from 17 x 6.5J to 17 x 7J, fitted with 225/60 R17 tyres (up from 215/60 R 17).

For the Ti and TL models, the standard 18-inch alloy wheels now wear 225/55 R18 tyres instead of the previous 215/55 R18 size.


Pricing


The 2011 Nissan X-TRAIL range arrives in dealerships across Australia in September 2010.


X-TRAIL petrol ST - Manual - $31,990 -$1,000
X-TRAIL petrol ST - CVT - $34,490 -$1,000
X-TRAIL petrol ST-L - CVT - $38,490 -$1,750
X-TRAIL petrol Ti - CVT - $44,490 -$500
X-TRAIL diesel TS - Manual - $35,990 -$1,750
X-TRAIL diesel TS - Auto - $38,240 -$1,750
X-TRAIL diesel TL - Manual - $42,990 - Unchanged
X-TRAIL diesel TL - Auto - $45,240 - Unchanged

NISSAN 370Z

Nissan's Z-Series car tradition goes back to 1969, when the company was called Datsun. In the 2008 Los Angeles Auto Show, the latest Z-Series came out as the 2009 Nissan 370Z which signifies a bigger engine and the long ago jettisoning of the Datsun brand. In all these years, Nissan stuck to a naming convention representative of the car's engine displacement, putting the 370Z at 3.7-literss, the biggest engine yet in a Z-Series car.

The 370Z is Nissan's third offering in the Indian car market. The iconic Nissan 370Z is a two seater sport coupe that comes with breath-taking performance, cutting edge technology and stylish flowing design. This sports car manifests the famous quality of “Z-ness”, meaning a rear-wheel drive configuration and an emphasis on user-friendly considerations.


The design features of 370Z with is signature Z elements - the long nose, canopy cockpit, muscular fenders, vertical door handles is a more wheel-oriented, organic design with a sense of precision and agility. It features a front aluminum sub frame, aluminum-alloy engine cradle, aluminum door panels, an all-aluminum hood, and an aluminum hatch. It comes in eight attractive colours with two interior leather colour options - Persimmon Orange and Black.



Powertrain & Performance
The Nissan 370Z comes in two variant, Touring Coupe MT and Touring Coupe AT. Both the variants are powered by a VQ37VHR 3.7 L DOHC (Double Overhead Camshaft) V6 engine with Variable Valve Event and Lift Control (VVEL). This robust engine can churn out a whopping power of 332 bhp and 363 Nm of torque. Power delivery to the rear wheels comes through a new 7-speed automatic transmission with paddle shifters in the Touring Coupe AT and the Touring Coupe MT is driven by a 6-speed manual transmission which features the world's first synchronized downshift rev-matching system or Synchro Rev Match.

The 370Z's new 7-speed automatic with Downshift Rev Matching (DRM) and Adaptive Shift Control (ASC) is designed to offer quick, manual-like shifting when operated in manual mode with a target time of 0.5 seconds between shifts. The new 7-speed's wide gear ratios offer improved fuel efficiency, while the Adaptive Shift Control is designed to adjust to the driver's driving style. The Z-Series' advanced braking system provides improved overall brake feel, better fade resistance and improved NVH (Noise, Vibration and Harshness).


The Nissan 370Z can clock 100 km in a cool 5.1 sec.




Build & Styling
The 370Z has been conceived as an “Everyday Sports Car”, bringing to life the sweet spot of performance, style and value, which symbolizes the DNA of Nissan cars. With 2-link double-wishbone aluminum-alloy suspension with aluminum sub-frame on the front and 4-link aluminum-alloy suspension at the rear, the Nissan 370Z can react quickly to the driver or bumps in the road giving a constant smooth ride. This coupe rides on 19-inch 5-spoke forged alloy wheels.


The 370Z comes in a streamlined, muscular stance which is further enhanced by the boomerang shaped headlamps and taillights. The new Z logo side turning lights represents the pride of owning this powerful model and wide body of 370Z shows an aspect of a well trained athlete that embodies the thrill of driving.

Coming inside the 370Z, there is a deeply scooped instrument panel with a full-length centre console separating the driver and passenger's seat. The driver's seat is uniquely different from the passenger's seat, with lower seat cushion cut-outs on the sides where the thighs rest - allowing the driver to push on the pedals without the seat fighting them. Interior comfort and convenience features include Nissan Intelligent Key with Push Button Start, power windows with one-touch auto up/down feature, power door locks with auto-lock feature, a center console box with a new non-intrusive cover design, automatic climate control, rear window defroster with timer, two 12 volt power outlets, four cup holders - two in door panels and two in centre console, dual overhead map lights and a AM/FM/CD/AUX 8-speaker BOSE audio system with illuminated steering wheel-mounted controls.


The standard 4-wheel vented disc brake system includes Anti-Lock Braking System (ABS) with Electronic Brake force Distribution (EBD) and Brake Assist (BA) as safety features. Other standard safety features include high-mounted stop lamp, SRS air bags in front and sides, Vehicle Dynamic Control (VDC), engine immobiliser and anti-theft alarm.

NISSAN 350Z

All you need to know about this new Nissan 350Z is that when it comes to its price-and-performance quotient, it is a re-creation of the segment-busting Datsun 240Z that set the sports-car world on its ear in 1970.

When that original Z-car appeared, sports-car aficionados basically had two choices. On the one hand, they could spend less than $4000 and choose from an assortment of Fiats, MGs, Opels, Triumphs, and the Porsche 914/4, all of which had about 100 horsepower and not enough performance to keep up with a Chevy Impala that didn't know it was racing. On the other hand, if they wanted serious speed, they had to spend well over $5000 for a Corvette, Jaguar E-type, or Porsche 911. The 240Z, which came with a 150-hp, 2.4-liter in-line six and a price of $3601, neatly split the difference and established a new category all its own.



Fast forward to today. For $21,800 you can get a 142-hp Mazda Miata. For a couple more grand, there's the similarly powerful Toyota MR2. But if you want serious grunt — over 250 horsepower these days — in a true sports car, you have to step up to the $42,420 Corvette.


The new Nissan 350Z completely fractures this horsepower hierarchy. With a base price of $26,809, the resurrected Z-car costs barely 10 percent more than a Mister Two, yet it has more than double that little Toyota's power. In fact, the 350Z's total of 287 horsepower is only a few ponies shy of what is offered in a Porsche 911 that costs two and half times as much as the Nissan.

Even the top-of-the-line Track model tested here — with its front and rear spoilers (eliminating front and rear lift and cutting the drag coefficient from 0.30 to 0.29), Rays Engineering forged-aluminum 18-inch wheels (saving a total of almost 18 pounds of unsprung weight), Brembo brakes, viscous limited-slip differential, aluminum pedals, and raft of nonperformance upgrades — goes for only $34,619, $7810 more than a base Z.


This remarkable bargain is possible because the Z employs mass-produced components from Nissan's parts bins. The Z's V-6, for example, is the ubiquitous 3.5-liter, 24-valve, quad-cam unit that sees duty in everything from the Altima to the Infiniti QX4 sport-utility. For use in the Z-car, Nissan engineers have retuned this engine with slightly hotter camshafts and freer-flowing intake and exhaust systems. The resulting 287 horsepower at 6200 rpm is about 10 percent more than the Infiniti G35 engine musters.


This engine resides in the nose of a version of Nissan's FM platform that was recently introduced in the G35. The designation "FM" stands for "front mid-engine" and means that the engine sits fully behind the center line of the front wheels, providing decent weight distribution. For use with the Z-car, this platform has had about eight inches chopped out of its wheelbase, which at 104.3 inches is still on the long side, about the same as a Corvette's.

As you'd expect from a brand-new design, the FM chassis employs a sophisticated independent suspension with multilink geometry front and rear. Except for the rear diagonal links, all the suspension components, including the rubber-isolated rear subframe, are made of forged aluminum. The FM platform also includes rack-and-pinion steering, anti-lock brakes, and on this Track model, electronic stability control incorporating a welcome "off" switch. Compared with the G35 application of this chassis, the ride height is set lower for the Z, with more negative camber all around.

NISSAN GTR

As if the first-gen GT-R wasn't steroidal enough, the 2012 update injects even more testosterone into the all-wheel-drive beast from Japan, boosting horsepower to 530 and torque to 448 lb-ft. The GT-R can now blast to 60 mph in 3.2 seconds, but revised suspension geometry and improved structural stiffness enable more finesse when it comes to wiggling the 3829-pound four-seater through turns. Aesthetic changes are mild—among them LED running lamps, a new front fascia with larger openings and a redesigned rear diffuser—but the benefits include a drag coefficient drop to 0.26, and 10 percent more downforce at speed. A new Black Edition package adds lightweight six-spoke Rays wheels, leather-trimmed red and black Recaro seats and a dark headliner for a $5150 premium. 



Tech Tidbit: The GT-R is loaded with complex electronic systems. But sometimes it's the simple things that stand out, like heavier knurling on the wheels, which prevents he tires from slipping off the rims when the GT-R goes through heavy acceleration or braking. The more pronounced wheel lip also keeps the run-flat rubbers in place if they lose air pressure. 

Driving Character: The Nissan GT-R's interior has been updated for 2012, and while there are still nits to pick with the cabin's plastic-y smell and low-rent seats, all is forgiven once you squeeze the throttle and dip into the twin-turbocharged V6's robust power band. The first generation GT-R didn't lack for power or maneuverability, but the 2012 version takes the whole outrageous package to a new level. Thrust becomes irresistibly urgent at around 2500 rpm, when the turbos spool; at around 5000 rpm, its attitude becomes feral and the engine takes a brutalizing charge all the way to the red line. There's plenty of jostle and bump over even the mildest of surface irregularities, but pitch the GT-R into a turn and the Dunlop SP Sport Maxx GT 600s claw themselves itself into tarmac with tenacity. Nissan has greatly minimized understeer, and though it's possible to induce snap oversteer with stability control in the more aggressive R mode, the Dunlops do an admirable job of keeping Godzilla along your intended trajectory. 


Favorite Detail: Plenty of supercars are capable of sub-four-second 0–60 times and near-200-mph top speeds, but the GT-R's data acquisition system keeps you filled in on no fewer than 17 pieces of mechanical minutia. Torque split, g-forces, fuel flow, steering angle—we have yet to find another sports car that offers the GT-R's wealth of performance information. 


Driver's Grievance: Hoping to hold a phone conversation at 40 mph using the Bluetooth system? Good luck. Between the tire thrum, gear change clunks and driveline whine, there's a cacophony of racket in the cabin that's nothing short of omnipresent. 

The Bottom Line: Nissan undertook an ambitious project with the first-generation GT-R, and succeeded at shocking the sports car establishment with bestial acceleration and tenacious handling. The 2012 GT-R's more responsive suspension and angrier engine up the ante considerably, offering an even quicker and easier turning sled with which to challenge the big boys. The price has crept up nearly $20,000 since the 2009 debut model, but even as it approaches the treacherous six-figure mark, the Nissan GT-R remains a remarkable performance bargain. 

NISSAN SKYLINE GTR

The Nissan Skyline GTR R34 has elvoled and fine-tuned through 11 years of competitive racing and extensive testing, which has resulted in one of the best race-bred coupes on the market.

The R33 which it replaced was a great car but the R34 GTR is much more advanced in every area. Under the hood are twin ceramic intercooled turbochargers, which effectively eliminate turbo-lag. The RB26DETT in-line, 2568cc six-cylinder engine retains the 280PS at 6,800 rpm of the R33 it replaced. It also has better power delivery and more torque than it predecessor. Also the R34's body is stiffer and the aerodynamics of the car have been improved.

The R34's engine keeps the general layout of straight six-cylinder configuration with twin overhead camshafts and four-valves per cylinder and twin turbochargers. As before, the throttle chamber has six individual throttle valves (one per cylinder) isolating each engine cylinder from the rest and acting like six individual single-cylinder engines. The power is fed through a new six-speed close ratio Getrag gearbox.


Nissan's electronically controlled four-wheel drive system "ATTESA-E-TS PRO" is specifically designed for both road and racetrack use. Most other all-wheel drive systems are designed for off-road applications or rally cars. The system was designed for more high speed road use, it has a series of sensors and two centrally controlled wet multi-plate clutches to optimise torque split between the front and rear axles. It eliminates understeer and gives optimum traction and stability under acceleration, braking and cornering.

The Nissan Skyline R34 GTR has cut weight in many areas. From the light alloy wheels, which save over 7.7kg, the rear diffuser is now made from a lightweight carbon fibre. All the way to the use of light-weight audio speakers. In addition a new type of aluminium has been used for the front wings and bonnet which has saved about 1kg compared to the hoods of the previous models.

NISSAN VERSA

The 2012 Nissan Versa is a tale of two cars. The Versa sedan has been completely redesigned for 2012. It's more efficient, spacious and refined, while its styling is less bulbous. The Versa hatchback, however, soldiers on in its previous guise with only standard feature upgrades on which to hang its hat. This certainly tips the scales in the newer sedan's favor, but those looking for the added versatility of a hatchback will still find it an appealing choice.

In terms of exterior size, the new 2012 Versa sedan is largely unchanged. Under the hood is a new 1.6-liter engine good for 109 horsepower. It's actually less powerful than the previous 1.8-liter engine still used in the hatchback, but it has less weight to move around, as the sedan weighs 150 pounds less this year. Fuel economy is up, and when equipped with the revised continuously variable automatic transmission, the Versa sedan achieves an impressive 33 mpg combined EPA estimate. That's better than a Honda Fit and tied with the Ford Fiesta and Hyundai Accent (with automatic transmissions). The sedan's also between 3 and 6 mpg better than the hatchback depending on transmission.



Inside the cabin, the Versa continues to provide a wealth of space for passengers. Thanks to an upright seating position with a high hip point, the Versa sedan's backseat is actually more spacious and comfortable than a multitude of bigger cars. These characteristics also apply to the hatchback, which has the added benefit of a larger, more practical cargo area. Even so, the sedan particularly benefits from its new, more attractive cabin design for 2012 along with better materials.


Inevitably, though, your choice is more complicated than simply Versa versus Versa. The subcompact class is now filled with desirable little cars. The Honda Fit is the practicality champ, with its innovative flat-folding seats and giant cargo area. The Ford Fiesta feels like a more substantial car to drive and strikes the best balance between ride and handling. The Hyundai Accent and Kia Rio have also just been redesigned with excellent results, while the upcoming Chevy Sonic promises to be a solid contender as well. In other words, the 2012 Nissan Versa might be a tale of two cars, but shopping for a subcompact in 2012 will likely be a more expansive proposition in any case.


Body Styles, Trim Levels, and Options

The 2012 Nissan Versa is available in sedan and hatchback body styles, but each represents different vehicle generations. The sedan is all-new for 2012, whereas the hatchback represents the previous generation first introduced for 2007.


The Versa sedan comes in three trim levels: S, SV and SL. The S is pretty bare-bones, with 15-inch steel wheels, air-conditioning, a height-adjustable driver seat, a trip computer and a two-speaker sound system with a CD player and an auxiliary audio jack. When equipped with an automatic transmission, the S Cruise Control package adds a trunk light, two rear speakers and (obviously) cruise control.


Stepping up to the Versa SV sedan adds the Cruise Control package, full power accessories, keyless entry, upgraded upholstery and upgraded gauges. The SV Convenience package adds Bluetooth and an iPod interface. The Versa SL sedan gets 15-inch alloy wheels, foglights, a 60/40-split-folding rear seat and the contents of the SV Convenience package. The SL Tech package adds a navigation system, a compact touchscreen interface and satellite radio.


The Versa hatchback is available in S and SL trim levels. The base S comes with 15-inch steel wheels, air-conditioning, full power accessories, a 60/40-split-folding rear seat and a four-speaker sound system with a CD player and an auxiliary audio jack. The Plus package adds keyless entry and cruise control. With an automatic transmission, the S can also be equipped with a number of options. The Convenience package adds the Plus package, a leather-wrapped steering wheel, Bluetooth, steering wheel audio controls and an iPod interface. Also available are 15-inch alloy wheels. The Special Edition package effectively groups all of the above equipment together.


The Versa hatchback SL includes all the S model's optional equipment and tops it with keyless ignition/entry, a height-adjustable driver seat, upgraded upholstery, front and rear center armrests, an auto-dimming rearview mirror and a six-speaker sound system. Available on the SL and S Special Edition is a Navigation package that adds the navigation system, a compact touchscreen interface and satellite radio.


Powertrains and Performance

The 2012 Nissan Versa sedan is powered by a 1.6-liter four-cylinder that produces 109 hp and 107 pound-feet of torque. A five-speed manual transmission is standard on the S, while a continuously variable automatic transmission (CVT) is optional on the S and standard on the SV and SL. The sedan has less power than its hatchback sibling, yet its lighter weight should result in similar acceleration. Fuel economy is much better, however, with an EPA-estimated 30 mpg city/38 mpg highway and 33 mpg combined with the CVT. Getting the standard five-speed manual drops those estimates to 27/36/30.


The 2012 Nissan Versa hatchback is powered by a 1.8-liter four-cylinder that produces 122 hp and 127 lb-ft of torque. A six-speed manual is standard on the S, while a four-speed automatic is optional. In Edmunds performance testing, a manual-equipped Versa hatchback went from zero to 60 mph in 9.4 seconds. EPA-estimated fuel economy is 26 mpg city/31 mpg highway and 28 mpg combined with the manual and 24/32/27 with the automatic. The Versa hatchback SL comes standard with a CVT, which brings fuel economy up to 28/34/30.


Safety
Regardless of body style, the 2012 Nissan Versa comes standard with antilock brakes (front disc, rear drum), brake assist, traction and stability control, front seat side airbags and side curtain airbags.


In government crash tests, the Versa hatchback earned an overall rating of two stars out of a possible five, with three stars for overall frontal crash protection and two stars for overall side crash protection. In Insurance Institute for Highway Safety tests, the Versa earned a top rating of "Good" for its protection of occupants in both frontal-offset and side-impact collisions.


Interior Design and Special Features

While the interiors of the Versa sedan and hatchback differ in design, their basic virtues are similar. They have remarkably roomy cabins, with a generous amount of legroom that allows 6-footers to sit in back. The Versa's overstuffed front seats are comfortable enough during hour-long commutes, but support fades over long drives.


The controls are easy to use and well placed, while features like navigation, Bluetooth and an iPod interface are welcome touches in this price range (though certainly no longer unique). Overall materials quality is decent for the class, though the new sedan is nicer. Trunk space is enormous for a subcompact sedan, with 14.8 cubic feet of space. The hatchback nets a maximum of 50 cubic feet, which is quite large, but falls short of the Honda Fit and its flat load floor.


Driving Impressions
The new 2012 Nissan Versa sedan features a smaller engine than its more potent hatchback sibling, but it also weighs a whopping 300 pounds less, so expect similar acceleration regardless of which body style you choose. You can also expect a comfortable ride, as the Versa is one of the more plush subcompacts on the market. Those expecting a zesty driving experience from a small car will be disappointed, though, as the Versa lacks the athletic feel of the Ford Fiesta and Honda Fit. Still, the sedan is an improvement over the hatchback, thanks to its revised steering and suspension.

NISSAN LEAF

The last electric car tested by AutoGuide was the Tesla Roadster 2.5S, a six-figure sports car that was really just a two-seat roadster that happened to have an electric motor in the back of its Lotus Elise-derived chassis. Car guys would call the Tesla a “no-compromises sports car,” which in plain English means a “useless, impractical toy.”

We won’t disagree with either assessment, but we came away from our Tesla test drive smitten with the idea of electric vehicles. We say idea because we’d be fools to disregard the many issues surrounding EVs. The limited driving range means that electric vehicles aren’t quite for everyone, plus their sticker price puts them out of reach for most new car buyers. Manufacturers generally lease EVs to customers for a short period (roughly three years) in small batches, as a sort of customer-driven R&D program, but Nissan is set to bring EVs to the mainstream with the introduction of the Leaf, a fully electric vehicle that is available for outright purchase right now.



TRYING HARD TO FIT IN

If the Leaf looks like a bigger, slightly goofier version of the Versa hatchback, that’s because it is. The Leaf has been designed to feel like a “normal” car and Nissan has succeeded on this front – pop the hood and all the hardware associated with the electric powertrain has been shaped to resemble an Internal Combustion Engine. A traditional gearstick sits in the usual spot, even though the car has no real gears. The regenerative braking is seamless, and drivers can still use the conventional brakes to slow the car without it feeling harsh or abrupt. Nissan has hidden most of the battery pack underneath the floor, a neat trick that allows for good weight distribution and efficient packaging.


The biggest change comes upon hitting the start button. The Leaf fires up without a sound, and largely insulates you from other noises, save for the white noise of other vehicles and the hairdryer-like whine from the electric powerplant. The Leaf isn’t supposed to be a quick car, but stepping on the accelerator will make for a fairly entertaining time, as the instant torque of the electric motor makes it easy to pass other vehicles. The low rolling-resistance tires hamper what’s otherwise a decent chassis, but the Leaf can still be chucked into corners if you’re perverse enough to drive this car in anger.


MONEY SPENT UNDER THE HOOD, NOT ON INTERIOR TRIM

The interior of the Leaf isn’t the greatest. The dash is full of hard plastic and the design doesn’t look particularly well thought out, with a glossy black panel housing the HVAC and stereo system amid a sea of light colored hard plastic. It’s about one step up from a Versa but still far behind what’s considered acceptable, and on a car that costs more than $30,000, we came away very unimpressed. The Leaf redeems itself ergonomically, as cargo room is adequate and the back seats are surprisingly spacious, offering ample head and leg room for full-sized adults. Trips to the supermarket and school runs are perfectly conceivable in the Leaf, though these activities will have to be planned around the car’s battery life.


Nissan claims that the Leaf can get about 100 miles off of a full charge, based on the EPA electric vehicle cycle. This distance is fine for urban buyers, but as the saying goes, your mileage may vary. On a conventional gasoline powered car, accessories are powered via a battery that is constantly recharged by the alternator. The alternator, in turn, is driven via the engine’s crankshaft. Since the Leaf has no crankshaft, those functions directly impact the battery life and vehicle range. Functions like cranking the A/C on a hot day while stuck in traffic, playing the stereo, using the navigation system and even having your headlights on has the potential to decrease your range, and cold climates reduce it even further.


Nissan presented us with a number of scenarios based on different conditions and accessory usages, but drivers can expect about 70 miles of range at the low end to 120 miles with minimal accessories being used. Leaf models equipped with the navigation system can search for nearby charging stations, but for now those are few and far between.


CHARGE TIME AND RANGE ANXIETY

The Leaf lacks the Chevrolet Volt’s range-extender, and while the Volt can keep on trucking when the batteries go out, thanks to its on-board gasoline engine, the Leaf is a pure electric vehicle. Once it runs out of juice, it becomes a roadside attraction, so owners will have to not only carefully plan their journeys, but think about charging times as well. Nissan claims that a 480 volt “quick charging” station can re-charge the Leaf’s battery to 80% capacity in about 30 minutes, but a full charge using a 220V outlet (like your washer or dryer uses) will take about 7 hours. A conventional 110V outlet will take an excruciating 20 hours, and Nissan strongly recommends that buyers install a home charging dock in 220V configuration so that users can charge the car overnight. A full charge is estimated to cost $2.15 in electricity on average.


THE VERDICT
In isolation, the Nissan Leaf is a fantastic step towards electric vehicles entering the mainstream. It has enough power, cargo room and passenger space to accomplish all the usual day-to-day tasks, but issues of range and re-charging will for now prevent the Leaf and EVs from becoming a mainstream option. Nissan should be proud of being the first to bring a true EV to the mass market, but it must also pay the price in the form of a lack of infrastructure, as there are few public quick-charging stations, and even fewer homes equipped with the necessary hardware to make painless charging a reality for America.


Nevertheless, the early adopters of the Leaf will feel strongly enough to take the plunge on such a new technology, with the payoff being the status of having a “green” or “CO2 free” vehicle. Eventually, the costs will come down, the infrastructure will be more widespread, batteries will get cheaper and more robust, and electric vehicles will become a viable option for more and more consumers. In the meantime, we’d recommend the Leaf only for motorists in an urban core, who have a conventional vehicle for long trips but don’t mind an EV for short commutes or quick trips. Caveat emptor, regardless.

NISSAN ALMERA

The Nissan Almera was a small family car built by Nissan from 1995 to 2006. The Almera name was essentially the European export-market name for the Nissan Pulsar / Nissan Sentra / Nissan Bluebird Sylphy.


The Nissan Almera was designed to offer best-in-class equipment and technology and was always considered a very road capable car offering sharp, precise handling, minimal bodyroll and decent tyre grip, especially in the GTi and post 2003 versions.

N15 (1995–2000)
The first Nissan Almera rolled off the production line late in 1995, as replacement for the Nissan Sunny, a nameplate which had been in use for nearly 30 years. It was mostly identical to the N15 Nissan Pulsar sold in Japan, except with different trim and petrol engine range.


Power came from 1.4 GA14DE and 1.6 GA16DE petrol and 2.0 CD20 diesel engines initially in 1995, but a year into production a 2.0 SR20DE engined GTi was added to the range. The Nissan Almera was ungainly in appearance but beneath its bland exterior lay an excellent chassis which gave perhaps the best ride and handling of any small medium car on sale in Europe. 1.4 and 1.6 models were sold in 3, 4 and 5 door versions, whereas the GTi was 3 door only, differing from the Almera's main competitor, the VW Golf, whose GTi was sold in both 3 and 5 door configurations.



Almost all Almeras sold in the UK were hatchbacks with three or five doors - this was quite different from some other regions such as Ireland, where the saloon version is substantially more commonplace. Specification was good, with all models getting power steering, driver airbag and stereo as standard. As with all Nissans, build quality and reliability were first rate. Phase 2 GTi's with low mileage were rather more sought after, and one can expect to pay up to £2500 for a good example.


Phase 1 (1995-1998)
Flagship models for each engine capacity are as follows:
1.4 Si GA14DE
1.6 SRi GA16DE
2.0 GTi SR20DE (1996 onwards, sold in bodykit and non-bodykit form)
The above all included 'high-spec' bumpers with foglights (Optional on the Si model), alloy wheels from 1996 onwards (Different size and design between Si/SRi 14" and GTi 15"), and rear roof lip spoilers (GTi models sported an integrated brakelight, also spoilers were optional on the Si).
The 2.0 litre GTi had an optional 'aggressive-looking' factory bodykit, with BMW M3-style sideskirts, and front/rear splitters. Non-bodykit models came with a simpler plastic front splitter. The GTi featured uprated suspension, front and rear strut braces and a quicker steering rack.


Phase 2 (1998-2000)
For the phase 2, the front bumpers were re-designed, front splitters were added on the Si/SRi, and the GTi had all-round bodykit as standard (Although it was optional to not have the bodykit), and now all of the lip spoilers had integrated brakelights. The original telescopic radio aerial was moved from the drivers A-pillar to the rear of the roof and was changed to a "bee-sting" type. On the GTi, the phase 2 headlights and front indicators featured a black surround.


The Bodykit itself was changed to a more subtle, straight design on the GTi, with the addition of vents on the rear splitter. Due to the high 'casualty rate' of Phase 1 splitters, due to the thin and brittle plastic used, Phase 2 bodykits were much sturdier. As such, it is not uncommon to find Phase 1 GTi's with Phase 2 bumpers or no splitter at all.


Sales and Marketing
The Almera MK1 sold fairly well in the UK, but wasn't quite able to match the sales success of established favourites such as the Ford Escort, Vauxhall Astra or even the Rover 200, Peugeot 306 and Volkswagen Golf. Those who did buy Almeras were generally pleased by its solid build, excellent reliability and good ride and handling. Equipment levels were generous on most models.

N16 (2000–2006)


Launched early in 2000, the second generation Nissan Almera differed from its predecessor with smooth, curved lines. Some still thought it bland in comparison with its rivals although the Almera was selling strongly worldwide.
The N16 Almera was based on Nissan's global MS-Platform, which was Nissan's first new platform to be developed after the partnership with Renault. The MS Platform was also the base for the new Primera and Almera Tino.
The Almera Hatchback is basically the same as Pulsar Hatchback sold in Australia and New Zealand. The Almera 4-door Sedan is based on the Bluebird Sylphy, but has different front end.


Critics
The N16 Almera offered great improvements over the previous generation Almera in terms of handling, tyre grip and drive dynamics. The N16 Almera felt much more sure-footed on the road and was exceptionally nimble for a plain family car. Even today the Almera is considered to be one of the best handling small family cars on the market while maintaining its predecessor's hallmarks of solid build quality and high reliability.
While the previous generation Almera was considered spacious for its class, the N16 Almera was lacking in rear passenger legroom due to a shorter than category average 2.53metres (99.6in) wheelbase.


Versions
The second generation Almera could be had as a three- or five-door hatchback or a four-door sedan, with 1.5 and 1.8 Nissan QG engine series petrol engines as well as a 2.2 direct injection turbodiesel (YD22DTi) or common-rail turbodiesel (YD22DDTi).
Almeras can be also equipped with 1.5 common-rail turbodiesel from the Renault Megane II - Nissan had recently ventured with Renault and the Almera's diesel engine was the first instance of Nissans and Renaults sharing mechanicals.


2003 facelift
In 2003 the Almera had undergone another update which included a facelift, retuned suspension, new engines and an updated interior.
First, the Almera's Macpherson strut front suspension and multi-link rear suspension (Nissan's name for its double lateral link twist beam suspension) had been retuned. This resulted in a quieter ride and a reduction in the amount of rear bump-through experienced when heavily laden, improving high-speed stability, driving dynamics and making the car more controllable after an emergency maneuver. The new suspension tuning also proved to produce almost no body roll on tight turns. Overall, Nissan said, the Almera had slightly firmer damper settings and marginally stiffer spring ratings; though there had been no loss of ride comfort or increase in noise levels in normal motoring. The suspension revisions had been executed in such a way as to only come into play at the upper edge of the dynamic envelope.
The facelift also included new chrome, projector-style headlights that were set in a titanium-coloured surround with separate lights for main and low beams set behind an enlarged translucent cover. The front bumper now had an integrated engine air intake that ran almost the full width of the car while a honeycomb mesh grille added visual benefits to the frontal image. Some models also got small circular fog lights.


The interior of the facelifted Almera had also been redesigned with better quality materials and a large color or monochrome center screen which controlled all of the car's functions (climate control, CD player and trip computer). Higher trim levels also included Nissan's Bird-eye GPS system.


Additionally there was a change to the Diesel model line up, with the change to a Renault power plant. This made the Almera 2.2dci (136psi), the fastest Nissan in the UK prior to the arrival of the 350Z.

The facelifted Almera was built in Washington, Tyne and Wear, UK, and exported to parts of the Asia-Pacific where they were sold as the Nissan Pulsar. In 2006 the second generation Almera reached its sixth year of production but was still selling strongly worldwide. It was also sold in Mexico in three versions; a 5-door manual 5-speed, a 5-door automatic 3-speed "Comfort" model and a 3-door "Sport" version equipped with side curtain air bags, fog lamps and a 5-speed manual transmission.


The Almera finished production on 29 November 2006, but it was not instantly replaced. The Tiida was introduced in several countries as a replacement model throughout 2007 and 2008.


NISSAN ALMERA CLASSIC
The Renault Samsung SM3 is currently sold in Ukraine, Russia, and some countries of Central America as the Almera Classic. The car is a N16 Pulsar-derived model built in South Korea by Renault Samsung Motors.

NISSAN ARMADA

The 2011 Nissan Armada ranks 8 out of 8 Affordable Large SUVs. This ranking is based on our analysis of 52 published reviews and test drives of the Nissan Armada, and our analysis of reliability and safety data.


The 2011 Nissan Armada offers rugged construction and a strong engine, but a lackluster interior means that it doesn’t standout in the class.


On paper, the Nissan Armada seems like a good choice for an Affordable Large SUV.  Powerful V8?  Check.  Seating for eight?  Check. Strong, truck-based construction? Check. Available luxury features? Check. So, given what it looks like on paper, why don’t car reviewers like the Nissan Armada?



It comes down to comparing the Armada to the competition. Most reviewers agree that the Armada is a good SUV – it’s just that the competition is better.  Class leaders offer everything the Armada does and make up for the Armada’s shortcomings: a high step-in that makes it a bad choice for a family car if you have small kids; an interior with confusing controls and cheap bits; and a price that gets close to the Infiniti QX56, the Armada’s luxury cousin.. Plus, the Armada has some of the worst fuel economy ratings in the class and styling that reviewers say is overdone.

Other SUVs to Consider
The large SUV class is so competitive that there is no reason to settle.  For more comfort and practicality, take a look at the Chevrolet Tahoe.  Not only is the Tahoe easier to get into and out of, but it also has better fuel economy and a longer warranty.


The Toyota Sequoia is also a reviewer favorite.  It costs a little under $2,000 more than the Armada, but is just as rugged.  Plus, reviewers say it’s easier to drive and has a nicer interior. All in all, the Sequoia is a better-rounded SUV.

Details: Nissan Armada
For 2011, Nissan has updated the available trims on the Armada. The former SE trim is now the SV, and the Armada SL replaces the Armada Titanium.  The Armada Platinum trim, which is the top of the line, is unchanged.  


Before heading to the dealership, be sure to check out this month's Best Nissan Deals, where we've done the research and found the best discounts and deals for you.

NISSAN ALTIMA

The 2011 Nissan Altima comes with a choice of either gasoline or hybrid engines, the front-wheel-drive 2011 Nissan Altima 2.5S sedan has a 2.4-liter in-line 4 cylinder with direct-injection gasoline engine, giving it ample power, however the Nissan Altima also provides you with a luxurious feel in the interiors with top of the line finishing, electronics and fabulous design making the Nissan Altima a complete package when compared with the price of the car.


The Nissan Altima has been and is a true family car, Nissan have never meant the Altima to be a sports sedan and do not shy away from admitting to that fact. However as a family car the Nissan Altima scores maximum points. The 2011 Nissan Altima has been given a makeover with changes to the hood, front grille, front bumper and rear license plate area of the car along with 16- and 17-inch wheels.



2011 Nissan Altima Power Train


The 2011 Nissan Altima has two engine choices 2.5-liter four-cylinder producing 175 horsepower with180lb-ft of torque and continuously variable automatic transmission (CVT) on the Altima sedan, for the Altima coupe a six-speed manual transmission comes as standard with CVT as an option. The Nissan Altima is capable of 0-60 mph in 8.5 sec and delivers a fuel efficeincy of 23/32/27 mpg.


The Nissan Altima 3.5 SR has a 3.5-liter V6 capable of 270 hp with 258 lb-ft of torque, g7 sec. and a fuel efficiency of 20/27/23 mpg .


The 2011 Nissan Altima is available as a sedan or coupe. The hybrid-powered Altima sedan is reviewed separately. There are three trim levels: 2.5, 2.5 S and 3.5 SR.




Nissan Altima Features:


The 2011 Nissan Altima comes in tree different trims:


Nissan Altima 2.5: the Altima 2.5 is the base trim which includes16-inch steel wheels, cruise control, keyless entry, full power accessories, a tilt-and-telescoping steering wheel, air-conditioning and a trip computer.


Nissan Altima 2.5 S: The Altima 2.5S which is available both as a sedan and coupe has keyless ignition and entry and a six-speaker stereo and 17-inch alloy wheels for the coupe along with the 2.5 package.


Nissan Altima 3.5 SR: The Altima 3.5SR comes with a V6engine,17-inch alloy wheels, sport-tuned suspension, along with the 2.5 S Convenience package.


2011 Nissan Altima Price


The Nissan Altima retails at $20,270.00 upwards.

Overall the 2011 Nissan Altima is a complete family car with ample space for a road trip while giving you a luxurious feel of an expensive car. The Nissan Altima does well on the performance front as well with a decent power train. Over all the 2011 Nissan Altima is a great car to have at a great price.