New 2012 Nissan GT-R: More, Better, Faster

The Nissan GT-R has been the darling of the frothing-at-the-mouth sports car crowd since it debuted in 2008. At the time, it offered the performance of an Enzo at a (small) fraction of the price. But no car is an island, and competition moves on – so the GT-R has been upgraded for 2012 to keep pace with it’s ferocious opponents.

From the outside, the car gets some almost-noticeable aerodynamic tweaks. The GT-R gets a new front and rear bumper, integrated LED running lights, and a claimed 10% increase in downforce with a minor decrease in aerodynamic drag. Changes on the front bumper also increase the amount of air passing through to cool the engine and brakes, and the rear bumper evacuates more air from the wheel wells for more downforce and brake cooling as well. The GT-R still isn’t pretty, but it’s “angry sumo wrestler” looks remain in full force.

On the performance side of things, prepare to be upset if you just bought a 2011 GT-R. Peak horsepower increases from 480 to 530, and torque jumps from 435lb-ft to 451lb-ft. If you opt for the Spec V model, torque peak bumps to 466lb-ft in the higher gears. The increase in output comes from higher boost pressure (obviously) as well as a reprogrammed ECU, larger exhaust piping and a less restrictive intake, and tweaks to the valve timing and air fuel ratios. There’s also a new catalytic converter, and surprisingly the GT-R qualifies as an SU-LEV (super ultra low emissions vehicle) – which is cool for a car than can run to 60 in close to 3 seconds flat.

The body itself has been stiffened, with a strut-tower brace in the engine compartment (which Nissan says is made of carbon fibre and aluminum honeycomb) as well as a support on the passenger side of the instrument panel. The changes to the suspension border on the obsessively nerdy, too. Front spring/damping rates and roll bar have been tweaked and the caster angle has been increased, while the rear suspension is re-engineered for a lower roll center height to improve toe. The shocks are a new low-resistance design that’s supposed to be more responsive. Finally, the 2012 gets a new brake rotor design for better braking force, less fade, and better wear characteristics. In addition, a new set of forged wheels (from Rays engineering) reduce unsprung mass and are stronger to boot.

There are minor changes to make the interior, long the GT-R’s weak spot, a nicer plate to spend time. Although things like a new seat design and a new finish for the GT-R logo don’t make the car lap the ‘ring any faster (which, by the way, is now down to 7:20 according to Nissan, irrelevant as that may be), it’ll be nice to not feel like you’re in an optioned-up Altima now.

The 2012 GT-R will be offered in a large array of models, from the stripped out Club Track model, through the Pure, Premium, and Black editions, the performance-tuned VSpec, and the exclusive customized EGOIST model. Pure, Premium, and Black editions are just trim levels with no real mechanical differences, but the VSpec and Egoist get a few changes. VSpec models continue to have the lightweight Rays racing forged alloy wheels as last year, painted black. There’s also the increased peak torque output as mentioned earlier, as well as a titanium exhaust system. The VSpec gets track-worthy brake pad composition, as well as re-calibrated VDC stability control for track use, and a dry-carbon rear spoiler.

The EGOIST takes all of the upgrades to the VSpec and adds some custom touches on top of them. Foremost is the custom leather interior with handmade quilt-stitched seats by craftsmen Muelheim an der Ruhr in Germany, available in 20 different upper and lower color combinations. The GT-R logo on the steering wheel is hand-lacquered by a master artisan in Japan, and the Bose stereo is – get this – custom calibrated for ideal sound depending on each specific customer’s driving position. Oh, and it has carbon-composite speaker cones.

The 2012 GT-R will be hitting markets worldwide in February of 2011, so if you were thinking about purchasing the Swiss Army Knife of sports cars, it might be worth it to wait a few more months.

New 2011 Nissan Esflow Concept car

For this year's Geneva Motor Show, Nissan performance sports coupe concept called ESFLOW. The Japanese automaker claims that "the excitement of a sports car and the environmental benefits of electric cars captured and mixed them into a dramatic two-seater concept.
My most right ingredients to purists requirements, including the emergence of rear wheel drive, electric motors produce enough torque torque of the car to 100 km / h (62 mph) in less than 5 seconds, two chairs and an aggressive design, but there is a problem that only work on electricity.

2011 Nissan Esflow a concept from the ground up as a pure electric vehicle that uses technology introduced in its EV. The concept of the model runs on two electric motors with permanent output which is located above the front axle and rear wheels. The batteries are said to offer a driving range of more than 240 miles or 149 kilometers on one charge. These motors independently control the left and right wheels, Nissan, claiming that the couple is optimized for vehicle stability and control, and ensuring effective implementation of regeneration.
The concept includes a composite body, an aluminum chassis that contains a custom cage covers. While the interior of the Nissan said the interior "clean and open" with a weight saving measures will be a priority in its design.

New amazing fast Nissan Murano CrossCabriolet Debuts

We showed you a spy photo of the Nissan Murano CrossCabriolet yesterday. The real, official thing debuted at the Los Angeles Auto show today, with a price tag and lots of pictures, and I have to admit that I’m still just as confused as I was before.

The whole idea behind the CrossCabriolet is to provide a convertible for people that want a useful, comfortable, spacious convertible – not an impractical sports car. There aren’t many convertibles that can seat 5 people in comfort along with carry a lot of luggage, and most of them have absurd price tags. (The Bentley Continental GTC comes to mind, here.) So a Murano convertible makes some sense in theory, actually – it’s just the execution is a bit hard to wrap one’s head around.

It’s based on the D-platform (that underpins the Altima, Maxima, and Murano) but has been substantially modified for CrossCabrio duty. The rear doors are gone, and the front doors have been lengthened 7.9″, and the B-pillar is gone entirely. (Whew, no ugly PT Cruiser-style roll bar!) The structure is reinforced from the A-pillar rearward to make up for lost rigidity, and there are twin pop-up roll bars to keep your noggin safe. Nissan says the CrossCabriolet isn’t much more of a barn door than the regular Murano when it comes to aerodynamics – with a 0.39 Cd compared to the regular Murano’s 0.37.

The convertible top is cloth, obviously, and has been engineered to take up as little space as possible when stowed. Oddly, there are no pictures either press or live with the roof up, so one assumes the CrossCabrio looks like the hunchback of Notre Dame with it’s roof erect. With the roof up, the CrossCabriolet has 12.3 cubic feet of storage, which drops to 7.6 with the roof down – still enough for two golf bags or personal suitcases, says Nissan. Remind me again why the golf bag is the standard measurement of trunk space? What’s wrong with dead bodies?

Powertrain-wise, the CrossCabriolet is the same as the regular Murano as well. Power comes from Nissan’s universally-loved VQ35 V6, which in this application makes 265 horsepower and 248 ft-lbs of torque. Power is transmitted through Nissan’s xTronic adaptive CVT (continuously variable transmission) to a standard all-wheel-drive system with VDC. Suspension is 4-wheel independent, with MacPherson struts up front and a multi-link at the rear. And obviously, despite being an “SUV,” the Murano has less off-road intentions than an Insight. In fact, straight from Nissan’s press release, “the CrossCabriolet offers the high ground clearance of a Murano for easy ingress and egress and enhanced driver visibility.” Not one for the Rubicon Trail, then.

In keeping with it’s goal of being a luxurious, comfortable touring convertible – not a sporting one – the CrossCabriolet will come in one variety: loaded. Automatic on/off bi-Xenon HID’s, LED rear tail lights, and fog lights set off the outside. Inside, standard leather seats are available with a double-stitched quilt pattern so you feel like you’re in that Continental GTC. The driver’s side is 8-way power adjustable and heated with 2-position power memory, the passenger is 4-way manual adjustable and heated, the steering wheel is heated (nice touch!), and there’s keyless entry with push-button start. All CrossCabriolets will come with a 9.3GB hard-drive based Navigation System with XM Radio, NavTraffic, full-color backup camera, and a BlueTooth hands-free phone connection. Stereo duties are handled by an 8-speaker Bose system with a subwoofer, and inputs for USB and AUX. There’s also dual-zone climate control. The only options on the CrossCabriolet will be the upgraded leather seats in your choice of Camel leather with a black top, or Cashmere leather with a brown top.

And for the most important question: how much does all this genre-bending, retina-searing weirdness cost? $46,390 base MSRP plus destination, available early 2011. If you’ve always wanted a Murano, but wished it was a bizarre-looking convertible, your car is here. If, like the rest of us, it makes you think of a Krispy Kreme Donut and Pepto Bismal smoothie, move on.

New LA 2010:Fast Nissan Ellure Concept Sedan

These days, when car companies are so serious, concept cars aren’t that much fun any more. Most of what manufacturers call “concepts” are really just the production model with some funky paint and huge wheels, to show people what’s coming up for next year. And it makes a lot of sense – why spend a lot of time, effort, and money making a concept car that you’re never going to build? Sure, it’s cool to flex your intellectual and creative muscle and have car-show crowds ooh and ahh at your car, but it doesn’t make any money. So let’s thank Nissan that they threw together a not-intended-for-production concept car for the LA Auto Show, the Nissan Ellure Concept.

Nissan execs say it’s intended to show the future direction of Nissan’s sedan offerings, combining dynamic styling, efficiency, and a fun-to-drive factor that Nissan’s sedans have always been known for. (Datsun 510, Nissan Maxima “4DSC”, Sentra SE-R, etc). There’s a whole lot going on outside. To me, it sort of looks like they got an Altima really hot and put it in a wind tunnel. This is probably the best integration so far of Nissan’s ninja boomerang headlights like on the 370Z and new Maxima, The grille wraps from the surface of the hood to the front bumper, giving the front end some more integration from side profiles. Also, a neat mass-minimizing visual trick: you’ll notice the hood switches from convex to concave as it approaches the A-pillars and windshield.

Around the side, there’s a whole plate full of Bangle-style “flame surfacing,” which I’m getting pretty tired of seeing at this point. And it feels like the greenhouse and the body on the side were designed by two different people, with seemingly no continuity between the two. It’s almost like the glass is just sitting on top of the body, rather than part of it – sort of strange. I do like the single unbroken swage line that runs from the trunk all the way to the headlights, with a coke-bottle dip in the middle down to the door handles – it makes the car seem lower without actually compromising space. Also of note, and a sure sign that the Ellure isn’t going to be showing up at a dealership near you: rear-hinged suicide doors for the back end. Haven’t manufacturers realized these are annoying? From the top, the glass stretches from the windshield to the rear window, unbroken from the outside – a neat touch.

Around back, the Ellure looks a lot like a next-generation Maxima, with it’s multi-surfaced boomerang LED taillights, that manage to pass through the rear fender, rear bumper, and trunk – then back through the bumper again! I particularly like the plunging tail lights intersecting with the rising trunk line, as well as the lack of any tail pipes – they’re usually some goofy trapezoidal thing sticking out of the bumper, so the cleanliness of the back end is nice. Overall, the Ellure’s styling is both concept-car flash as well as pretty novel – I could see a lot of these elements making their way to a production car in the future.

Of course, being a modern concept car, the Ellure has a hybrid powertrain so that it’s “green.” Never mind that it’s a 25Kw (33 horsepower) motor stuck to the side of a supercharged 2.5L I4 (presumably the QR25 from the Altima.) Power goes through Nissan’s xTronic CVT to the front wheels, and the Ellure utilizes regenerative braking for efficiency. The only other things Nissan says about the Ellure’s greasy bits are that it has independent suspension, and drive-by-wire electro/hydraulic power steering, which sounds like a terrible idea. (Blue Screen of Death = you crash?) Hey, it’s a pie in the sky concept car, give it a break.

The interior is suitably bizarre. The actual gauges for the dashboard are in a thin electronic display that runs the length of the dash, while a swath of white leather surrounds the entire cabin, also forming the back of the rears seats. The steering wheel is wrapped in Alcantara and is square for some reason, there’s a touch-screen display for the minor controls on the center stack, and the seats were taken directly from the UFO in Independence Day.

The shifter is some sort of touch-control that looks like it’s taken from an XBox. The roof is glass with an arrow-shaped support in it, the rear head rests poke out of the C-pillar into the air, and the floor is orange. You know, typical show-car stuff. Some of it would never work in a real car, but it’s still amazing to look at!

So, like I said, don’t be looking for the Ellure at your local Nissan dealer any time soon. The goofy roof, 21″ wheels, suicide doors, and alien spacecraft interior would never make it past Carlos Ghosn’s bean counters. But this is supposed to be a vision of future Nissan sedans, stylistically speaking – and if that’s the case, the future is bright.

New 2011 Nissan Juke FWD CVT

If you're in the market for interesting, cheap car, your choice is quite limited. Most of all, the MSRP under $ 20k these days is about as fun as kissing your sister. Sober. If the budget is limited car guy to do? Buy-out ragged Mustang GT? Of course, this is one of the options. But if you're an outsider with a great taste for the bizarre, maybe you should head back to the Nissan dealer.
Let us first clarify one thing. Juke styling either love or hate. Not much middle ground, sure. Personally, I think style is a bit bizarre and played all at once, but it's better than a Viagra to deploy to prevent boredom. The front end looks like a tractor, the rear looks like the Volvo V50, and when viewed from the side profile of a pregnant GT-R. Personally I believe that design is more consistent look in person than in photographs, the interaction between angles and concave surfaces of the vehicle that really attracts the eye.

What would it look better? Simple. Drop is 2 "and put some good laps. Damnjdm do not photoshop Juke experienced vomit-green TE37, and it looks like hell.
Juke Black TE37 with a deep-dish, good wine and a few yellow covers over the lights and you see the cars. So aesthetically, Juke has some serious potential. Fortunately, Nissan is not cheap, and all versions of Juke attractive 17 "alloy wheels What is really strange and plastic coil on the upper wings are clear, a huge circle of light in the bumper, yet elegant design features abound.?. As follows, for Valence three random circular holes, hidden behind the door handle (attached around the idea of the Alfa Romeo 156, but Nissan will probably swear that the old school, Pathfinder), organic look rear (which looks like a Volvo), bulbous fenders (Mazda RX-8) -. The list could go on and even Nissan says the glass looks like a racing helmet visor - I really can not already visible.

But style is a very simple issue that you would like it or not, and I tell you it will not change his mind. So let's move on. How does it feel inside and what it's like to drive?

Juke interior is a mix of success and disappointing failure. However, the price of the sold this car, it's damn fun. On the positive side: It's an interesting design. The center console is a noted style motorcycle fuel tank and the central part, and the deep cup holder, a large cup of coffee and have a champion. "The engine cockpit (I can not see the wheels from Nissan), a cover around the track a good job of protecting the instruments from the Sun washout occurs, there is always a pet peeve mine. The controller is similar to them in the 370Z, skinless.

On the other hand, there are a number of drawbacks. Juke is especially Versa (aka Renault Clio / Modus) below, which means that it is not very big car inside. Now I'm a big guy, but this car seems an incredibly small, there is ample room for alternative things like elbows and knees in the Juke -. It's all very useful, especially in the back, which could lead claustraphobia. - Based panic attacks within minutes of great people. The quality of small plants (eg card light switches, mirror switches, something like that) feels very low bidder and some control is relatively small.
Frankly, wondering where your head in if you are a backseat passenger. "Sitting in" knee quite solid in the front seat. But as the New Beetle (the car this car has many features in common with how I deal with later) Juke tag provides an enormous head and almost no one in the back. There is a hatchback, but not many places where you fold the rear seats folded.

As the vehicle is aimed at 20-something, it has a lot of good technical level and available. The AUX-IN port on the front of the device, pair your Bluetooth phone, available navigation, 6-speaker Rockford Fosgate stereo with subwoofer built-in USB port for iPod integration, and other equipment, satellite radio, etc. Even the basic models to the AUX and USB port, which is nice. Higher levels of SL gets heated leather seats, among other delicacies. Base model interior (eg horse SI) maybe a bit dull and gray, but more advanced SL gets a little funky, especially if red. You can also access a "voter drives), managing the top level of the modified engine and transmission properties and electronic climate control.

What is more interesting than the design is the driving mechanism. Juke is a rather unusual car
Juke has a completely new engine is no other Nissans and Renaults, and this is probably the best part of Juke. Replaced a 1.6L, full MR16DDT cool technology. All aluminum, gasoline direct injection with turbo and small air-to-air intercooler, there are two independent variable valve timing, sodium-filled exhaust valves and a relatively high 9.5:1 compression ratio. This coil of 188 hp and 177 Nm of torque and power is very attractive for low-end. Turbo low that just so you know you have a compressor, then a moment of shock and scoots away Juke much faster than you'd expect. To claim performance is 6.8 seconds 0-60 time for FWD CVT models - I did not bring the tribe, but it is certainly no slouch. I think the other engine manufacturers in this price category: baby Camry 2.5L 4 VW 2.0L 8V and 20V 2.5L, 1.8L and Honda engines 1.5LR - again, surprisingly, the technology for a price.

What is really strange is the transmission and driveline choices. Do you have a choice of manual or a CVT and front-wheel drive or electronic torque coupling AWD. But before you ask, no, I can not get the manual and AWD. I minutes for yourself. Give up? FWD only. Do you want AWD? CVT only. Hey, at least turbo engine is standard. Also, if you Juke FWD, it has a solid rear axle. If AWD is a 5-link independent. I can imagine Juke factory is a bit confusing, but - in relation to other countries, there are three engine options!

But the model I drove (FWD CVT) device looks like the worst choice. You do not create your own, and it will not do donuts in the snow. But it is not without merit - Exhibition, merge on the highway. Gas down onramp and the engine locks to 3,000 rpm, the turbo spools and has enough power to do a bit of torque steer. The engine continues to hold around 4,000 rpm. / My, which compensates for the gears and suddenly you up to 80 Passing power is this car forte, it will blow past the slower traffic with surprising readiness. It is not a Mazda 2.3 Turbo Disi (Speed3) engine, but the size of the car is spot-on. It reminds me quite a twin-scroll turbocharged Cooper S engine, which is difficult enough to brag about.

Disadvantages to run? Well, it's loud. 1.6 liters is a very small engine and CVT prefer a move to a relatively high speed and remain there for some time. Noise from the street was quiet, but there are a lot of buzz of the engine. CVT has an "entity" in essence. Six preset ratios, which is slightly less useful than an extra arm would begin in the second, and downshifts more than what he believes is reasonable, or intrusion into overdrive at low speeds, and there's not much engine braking to speak. Juke is much easier if you just leave it in "D" and below, puffing up to peak power rpm and stay there. CVT forced to act as a planetary gear automatic cheered. Why is the transmission, to be more efficient than gears ... and give it to gears? However, I propose that this motor with larger turbochargers, a good melody is entirely correct. It makes me hope for the Versa 6MT FWD SE-R with this engine.

The ride is pretty good too. 17-inch wheels and tires, which means you do not really catch irregularities such as Cadillac, but it is well managed and there is much less roll than you expected. It is closer to the hot hatch into a mini-SUV, but it can be a bit rough, as a result. The brakes are strong, but I am active in the field, and I doubt many will at least
So Juke is not perfect, but it's fun. It was tight, it seems strange, a little cheap, and might be looking to target. On the other hand, is a unique, fun to drive, relatively efficient, packed with cool tech, and at a reasonable price.

As I see it as a fact, to replace the New Beetle. It sounds pretty weird, but I try to do what the New Beetle was trying to do in 1998. Shortly afterwards, a cool retro stuff - ". It's cool," so if something wonderfully retro, based on the tread, with not very practical or logical reason to buy addition to being a great success for several years. Nissan says that young people who are tired of driving Corolla, and used Buick and wine and all that - to give people a taste of what is called today (CUV, hot hatches, high-tech gadgets, rally rep, sporting round) at a reasonable price. If it is successful. Of the more objective standards, I'm not so sure.

Except for "split" style, it is difficult to understand why the Juke does not sell well. Nissan dealers seem to have trouble getting them in stock, so maybe I'm looking for the actual depth of the market that people have neither. If you wish, by all means get one. If not, then by all means get something else. Since the cube!

New Nissan Maxima - Monster Car

Check out this for a cool car! This is the Nissan Maxima and has a two-part hood, BMW 7-Series fascia, BMW M3-like front bumper, Lamborghini style front scissor doors, gullwing rear doors, and a Supra-like rear wing.

New Nissan Maxima - Monster Car

Check out this for a cool car! This is the Nissan Maxima and has a two-part hood, BMW 7-Series fascia, BMW M3-like front bumper, Lamborghini style front scissor doors, gullwing rear doors, and a Supra-like rear wing.

New Nissan GT-R MY11

What is it?

The Nissan GT-R hardly feels old tech these days; it was only launched three years ago and it is still considered a benchmark for engineering and value. But it wasn’t without fault and so this is the Japanese maker’s answer to the critics.

Power is up to 523bhp, torque is up to 451lb ft through a wider rev range, a carbonfibre strut brace now straddles the engine bay, the tyres get new compounds, there are some new seats and some subtle revisions to the styling inside and out and the price is £10k higher.

What’s it like?

This is the first time we’ve driven the new 2011 car in the UK, where the extra 44bhp and 18lb ft may seem irrelevant considering the already brutal performance the GT-R offers, but there are some noticeable differences. More than the extra power it’s the 451lb ft of torque, which now stretches from 3200rpm to 6000rpm instead of 5200rpm, that is the most useful element. It makes the GT-R’s performance a little more accessible, a little more of the time.

An altered ‘comfort’ mode for the suspension brings more pliancy at speed – particularly for motorway driving – but don’t expect a wafty experience at any point. On a typical B-road the Nissan suffers from some noisy and severe crashing and rebounding, though this always feels a justifiable compromise given the GT-R’s nature even if some rivals offer a better-resolved ride for UK surfaces.

If there is any upgrade here that is truly useful in the UK it is the extra pointiness and more involving handling at low speeds that the improved rigidity has brought. It is still an endearingly blunt car in some respects, particularly the brutal power delivery, but adding a touch more immediacy at normal road speeds is something that will be welcomed by any enthusiast.

Adding a touch of finesse to the GT-R may be the equivalent of making a suede-coated knuckle-duster, but the changes only enhance what made it extraordinary in the first place. It is still monstrously and brilliantly unsubtle, and it still feels entirely a product of the electronic age. We wouldn’t want it any other way.

Should I buy one?

The only unwelcome element of the new car is its price hike. In 2010 Nissan will charge £59,645 for the base GT-R, but when this new model arrives in 2011 it will ask £69,950. Some may query whether there is five-figures worth of upgrades but given that the price includes a VAT increase, improved specification and a hefty power upgrade it’s easy to see why Nissan thinks it’s worth it.

To put it in perspective, anything offering similar performance is well into six figures, so it still looks like rude good value by comparison. Should you buy one? Ideally we should all buy two.