Titan is King!

2008 Nissan Titan Major revisions improves this full-size pickup.
By G.R. Whale
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Prices and Specs
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Introduction
The Nissan Titan gets two noteworthy additions and a host of detail improvements for 2008, delivering more of the truck capability while taking off just enough of the tough-guy truck image to appeal to a broader range of drivers and occupants.

New long-bed models have been added, and are longer than most competitors, along with more bed space, payload, and fuel capacity.

Inside, the 2008 Nissan Titan sports a thoroughly redesigned interior that is at once more attractive and user-friendly. There's plenty of room for a growing family of five or four big sportsmen off for weekend recreation. Titans range from utilitarian models with crank windows to leather-lined cabs befitting a luxurious sport-utility.

Titan's proven and powerful V8 and automatic is the only choice, and it's a stout engine raced at more than twice its street-legal 317 horsepower. Nothing like this gets good gas mileage and if you have no plans to haul stuff around or tow anything, the Titan will be overkill and you should check out a van, or maybe a Pathfinder for those Nissan faithful in need of four-wheel drive. When you do haul and tow, you'll find the features added for such activities very useful and that it's surprisingly capable for a half-ton pickup.

In part because of the engine, the Titan leans to the sporty and heavy-user ends of the pickup truck spectrum. Obviously it can be used on a daily basis and perhaps on an overcast day it might just blend in, but the Titan is more outgoing than that and would prefer a home with an adventurous family, busy independent contractor or landscaper, hard-core four wheeler towing a buggy, or on the job site tending to fickle foremen and agitated architects: At least on the weekdays.

If you need a full-size pickup with power to perform and plenty of room, the Nissan Titan should be on your shopping list.

Model Lineup
The 2008 Nissan Titan line has been expanded to include the new long-wheelbase model. More than 25 variants are available. Choose from two cabs (King, Crew), two wheelbases (short or long bed), two- and four-wheel drive, and four trim levels (XE, SE, Pro-4X, LE) in virtually any combination with these exceptions: Pro-4X models are 4WD only, and the King Cab Pro-4X is short wheelbase only. Four-wheel drive adds about $3000; a long wheelbase adds about $400, and figure $2500-$3000 to move up from King Cab to Crew Cab.

The base XE model is focused on function and includes cloth seating for six, active front head restraints, full instrumentation, cruise control, and on Crew Cabs, power windows and door locks.

Popular SE models add alloy wheels, upholstery upgrades, a CD changer, heated power mirrors, and conveniences such as remote keyless entry and illuminated visor mirrors. The next slot, sort of a 4WD only SE derivative, is the Pro-4X model with larger, more aggressive tires, off-road suspension tuning, two-tone cloth upholstery, and double sun visors.

Luxury characterizes the LE model, which runs 20-inch wheels, fog lamps, leather power seats, a 350-watt Rockford Fosgate sound system, dual-zone climate control, power adjustable pedals, and chrome power folding heated mirrors.

All except the XE offer a front side/side curtain/roll-sensing stability control option package. SE and Pro-4X have the widest choices, from spray-in bedliner to seat choices, while navigation is reserved for Pro-4X and LE trucks. On Crew Cab SE-or-better only, a moonroof and DVD entertainment are among the options.

Walkaround
The 2008 Nissan Titan's most notable change is the new long-wheelbase variant that provides a bed length of almost 8 feet, 3 inches on King Cabs and 7 feet, 3 inches on Crew Cabs, the biggest box on a half-ton crew cab pickup; those models also have the largest fuel tank at 37 gallons. Subtle changes to the grille, lamps, bumpers and wheels have softened the edges a bit but Titan's in-your-face attitude is still prevalent.

The high level of function remains too, and maximum payload has been lifted above 2,000 pounds on certain versions. A tow package (up to 9500 pounds) that includes extendable dual-element mirrors and transmission temperature gauge ranks among the best in half-ton pickups, the locking tailgate is damped and assisted for easy open and close, and available features like the cargo track retention system (bed sides and floor) and storage box in the rear fender ideal for wet tow straps or chains are unmatched in class.

Interior Features
The 2008 Nissan Titan cabin will still serve well for truck duty, but it is now more refined and has less edginess, eliminating one of the few gripes regarding the original Titan.

Dash and door panels are easy-to-wipe-off plastic yet no longer give the impression of cost-cutting in materials, and the new instrument layout provides all the same, complete information but has a more coherent sophisticated look to it. On Pro-4X models the gauges are white-faced, and LE models have enough wood-like acreage to fit in a luxury utility.

Titans can be equipped with a six-person bench seat interior or with captain's chairs in front for a five-seat capacity.

Our Pro-4X had the buckets with heat, power adjustments, and two-position driver memory system to complement the adjustable pedals. The only nuisance in fit is the tilt-and-telescoping steering column adjustment that is spring-loaded and requires you to tilt-and-telescope the wheel with one hand while the other holds the release. You sit high and comfortable, not squeezed but not loosely floating about and visibility is excellent to all corners (and well-behind with the tow mirrors) although some shorter drivers may not like the large base on the windshield pillar. An optional rear-view camera is available and we found it eased trailer hitching.

A new center dash section for 2008 handles audio, climate, navigation, and switching duty (tow mode, VDC off, diff lock, etc.) with a slightly more integrated look. It looks better than last year's setup and more easily handles extras like the dual-zone climate control on LE models. All controls are logical and sensibly arranged, although traditional pickup truck buyers who go for six seats will have to adapt to wipers and shifter on the same side of the wheel. With deep bins in the center console and smaller ones along the sides, big door and seatback pockets, and generous cup holders, you'll find a place to put virtually anything.

Entry and exit is simple, aided by running boards if you value deportment above ground clearance. Rear doors on King Cabs swing almost 170 degrees for easy access and there's room back there for six-footers on short-to-moderate length trips. Crew Cab rear seats are downright spacious and eclipsed only by the Dodge Ram Mega Cab and Toyota Tundra CrewMax, neither of which offers near the bed capacity of a long-bed Titan. Titan Crew Cabs offer an optional moonroof and DVD rear-seat entertainment system.

You won't see any of the noise-reduction materials inside (unless you're under the dash installing a brake controller with the tow-package pigtail) but if you've ever been in a Titan you will notice the 2008 is much quieter and smoother.

Driving Impressions
The Nissan Titan was widely recognized for its stout drivetrain, and it's been slightly uprated for 2008. It comes standard with the big V8 and a five-speed automatic transmission. Although it doesn't have as much horsepower as GM's larger V8 choices or Dodge's Hemi, it matches or betters most on torque and a Titan will outrun most pickups and deliver competitive mileage to similar configurations; only the Tundra's 5.7-liter/six-speed automatic combination really betters it. The exhaust has been retuned to keep the V8 rumble so adored by truck buyers while eliminating the drone that could wear on long highway trips.

On paper, the fuel economy has dropped for 2008, but in reality it's the same as before; the EPA has changed its test procedures, which yields results much closer to the fuel economy most drivers will obtain.

A proper gated floor shift allows direct access to any gear without pressing any buttons, and the transmission responds smoothly and crisply as conditions dictate; a comfortable grip and good location adjacent the driver's leg encourages one to use it. Four-wheel drive and low-range are electrically shifted by a rotary dash knob. The electric locking rear differential (Pro-4X only) is more effective in severe terrain than the all-wheel electronic traction control of regular 4x4 Titans and most competitors. There is no automatic 4WD setting for on-road use, but if the electronic traction aids aren't enough perhaps you should be in 4WD high-range. The rear axle has also been strengthened considerably to accommodate the towing and new load ratings.
Pickup trucks aren't held in high regard for ride comfort or handling prowess yet they have made strides in both. The longer wheelbase only betters cruising comfort but even the short-wheelbase Titans will generate no complaints, at least not from anyone that knows what a ton of payload means. Off-road biased suspension tuning with lots of travel, shocks built specifically for it, and large tires on the Pro-4X contribute to ride softness without giving up control, while the 20-inch wheel/tire combo on LE models offers crisper turn-in but transmits bumps more.
The 2008 Titan also receives more powerful front brakes with larger rotors and all the plumbing changes that go with them: In spec-speak they are not quite as large in diameter as a Tundra's but they have greater swept area, a better indicator of braking capacity. The Titan has always performed well in pickup brake tests, and these offer a larger margin of safety and durability, needed because the previous brakes didn't hold up well.

Summary
The 2008 Nissan Titan adds long bed models to the mix and more refinement, but continues the stuff we liked about the previous version. Titan boasts a robust powertrain with responsive acceleration. For 2008, it gets improved braking and a redesigned, higher-quality interior.

G.R. Whale filed this report to NewCarTestDrive.com from Minneapolis.

For Titan Inventory click here

To talk to someone about Titan call DAVID LYTLE at 801-495-3800
dlytle

Versa is Versatile!

2009 Nissan Versa Roomy and fuel-efficient.
By New Car Test Drive
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Prices and Specs
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Introduction
The Nissan Versa is an excellent choice among subcompacts. It's big and roomy inside with decent head room and legroom and lots of hip room, making it a good choice for larger drivers. Its big, cushy seats are comfortable. Back-seat passengers will find rear-seat leg room as good as that in larger cars and SUVs. The cabin is nicely finished and offers all the modern conveniences.
It offers the small-car virtues of nimble handling, easy parking, and lively yet efficient performance. Versa delivers an EPA-estimated 31 mpg on the highway with the automatic, 33 mpg with the manual transmission.

The Versa is slightly bigger than the lower priced Toyota Yaris and the more expensive Honda Fit. All three are subcompacts designed with tall rooflines for increased interior comfort and visibility. The Versa is the smallest car you'll find in Nissan showrooms: smaller and less expensive than the compact Nissan Sentra, but offering greater interior space and more versatility.

The Versa has received the highest possible ratings in government and insurance industry crash tests, though keep in mind that's among small cars (five stars from the National Highway Traffic Safety Administration; and a "good" rating from the Insurance Institute for Highway Safety). Versa safety features include dual-stage frontal air bags, front-seat side-impact air bags for chest protection, and roof-mounted curtain air bags for head protection.

Versa went on sale as a five-door hatchback in July 2006, with a four-door sedan following in January 2007. Combined, the sedan and hatch sold more 59,000 units in less than one model year. For 2009, Nissan has simplified the model lineup by reducing the total number of body, trim, and transmission combinations from nine to six. The Sport Package is restricted to the hatchback.

Bottom line, the Nissan Versa is a big small car with comfort, performance and versatility. It's roomy and offers good fuel economy.

Model Lineup
The 2009 Nissan Versa is available as a four-door sedan or five-door hatchback, each in two trim levels. All are powered by the same 122-horsepower 1.8-liter four-cylinder engine driving the front wheels.

Versa S ($12,990) comes standard with cloth upholstery; air conditioning with micro filter; four-speaker, 120-watt AM/FM/CD stereo; tilt steering column; and 185/65R15 tires on 15-inch steel wheels. A six-speed manual transmission is standard, a four-speed automatic transmission is optional ($1000). Versa S comes in sedan and hatchback body styles; the hatchback features a 60/40 split folding rear seat. Options include cruise control ($200), and a Power Package ($700) consisting of power windows, power door locks, remote keyless entry, door armrest pads, rear door map pockets, and a glove compartment light.

Versa SL sedan ($15,990) and hatchback ($16,210) upgrade with premium woven seat fabric, a more adjustable driver's seat, center armrests front and rear, the Power Package, cruise control, a 180-watt stereo with an in-dash 6CD changer and MP3 capability, and 15-inch machined alloy wheels. Sedan and hatchback both come with split folding rear seats. A six-speed manual is standard. The CVT automatic ($1,000) is available for the hatchback, while a four-speed automatic transmission is an option for the sedan ($750).

Options include a Convenience Package ($650) with an Intelligent Key system, Bluetooth hands-free phone connectivity, leather-wrapped steering wheel, and steering wheel-mounted audio controls. The Moonroof Package ($600) adds a power glass sunroof and illuminated visor vanity mirrors. A Sport Package ($700) for the hatch adds fog lights, a rear roof spoiler, side sill extensions, and unique front and rear fascias. The Audio Package ($300) consists of a 100-watt Rockford-Fosgate stereo with premium speakers and subwoofer. An iPod interface ($270) and XM Satellite Radio ($150) are available. Accessories include splash guards ($110), floor mats ($155), auto-dimming inside mirror ($125), interior accent lighting ($300), and aluminum kick plates ($130). A rear roof spoiler ($250) and a new cargo organizer ($160) can be added to the hatchback.

Safety features include frontal airbags, side-impact airbags, roof-mounted curtain airbags, front-seat active head restraints, and a tire pressure monitoring system. Anti-lock brakes (ABS) with Brake Assist and Electronic Brake-force Distribution (EBD) are an option ($250) on all models.

Walkaround
The Nissan Versa looks bigger than it is. One reason for that is an exceptionally short rear overhang: Very little of the car extends past the rear wheels.

Coming at you, the Versa is clearly related to the retro-future-cool Quest minivan, with a smaller rendition of the same flying-V grille that seems to cantilever off a strong center post, emphasized at either end by classy, triangular headlights. Similarly, a tall, steep windshield aids space efficiency in the van and in the Versa as well.

It's very different at the Versa's near-vertical rear, where the little Nissan almost looks like a hatchback BMW never built. The bottom edges of the tailgate angle sharply inward to clear the cat's-eye taillights. We're guessing it was designed this way to allow those trapezoid taillights to stay on the body rather than being mounted on the tailgate itself. It gives the rear end a unique character, though the tailgate opening is smaller than it otherwise could be.

The sedan is nearly seven inches longer than the hatchback and has a more conventional rear end. The sedan is handsome enough, with its long, tapering sail panels.

We find the hatch more appealing. We like its distinctive styling and find it more versatile than the sedan.

Interior Features
The huge front seats in the Nissan Versa are roomy and comfortable. As with the other cars in this class, the Versa driver gets lots of legroom and headroom. In terms of hip room, however, the Versa is a real standout. The width and the substantial structure of the front seats may make the Versa a great choice among subcompacts for big drivers. The cloth-covered seats are comfortable without being too soft and offer plenty of side support.

The back seat is particularly impressive. As you get in you'll be pleasantly surprised by the size of the rear door and how the front edge of the rear wheel well does not intrude as you step in. There are many larger four-door sedans and even many large SUVs that have smaller rear door openings. Even a six-footer shouldn't feel cramped as the rear seat legroom is at or near the top of the class. The Versa sedan gives up about half an inch of rear-seat headroom to the hatch, but that's not all that much.

Nissan has made sure that most of the surfaces you touch, such as the armrests and door handles, have a soft feel to them. No hard plastics here.

The instrument pod contains three large, well-recessed gauges that are easy to read. The speedometer takes pride of place in the center and almost seems as if it is floating over the other two gauges.

Controls for the dash mounted radio and CD changer are well integrated into the center stack, and although they are not very large they are easy to see and comprehend. There is a large volume knob in the center with a very visible power button. Three functional, conventional knobs operate the climate control system. All in all there's nothing fancy about any of the controls, although everything looks well finished. Two large cupholders are conveniently located under the center stack.

The optional Intelligent Key allows for keyless starting of the engine, something that up until now has only been available in luxury cars. We don't recommend it. Tow truck operators tell us they get a lot of calls dealing with keyless starting systems. And we don't find them a big benefit.
Cargo versatility is a strong point for the hatchback. There's a generous 17.8 cubic feet of cargo space with the rear seats in place. Fold them down and you've got 50.4 cubic feet, which is almost as much space as you'll find in a small SUV. Part of the reason for the spacious rear cargo bay is the careful design of the rear suspension so that no strut towers intrude into the interior. The versatility of the three-door hatchback is one of the unsung tales in the world of automobiles.

The sedan offers a 13.8 cubic-foot trunk, which is good for the class.

Driving Impressions
The Nissan Versa gets an EPA-rated 27/33 mpg City/Highway. One of the reasons for its excellent highway economy is its continuously variable transmission, or CVT. Nissan has been a standout in this technology; it's so well integrated into the Murano that drivers often don't notice it was anything other than a regular automatic.

A CVT doesn't shift gears like an automatic transmission. Instead, a segmented belt rides up and down on cone-shaped pulleys to vary the speed ratio between the engine and the drivetrain. It works more efficiently than a traditional automatic, which is why the Versa equipped with a CVT delivers such good highway mileage. Around town it has the same economy as a manual transmission, better than an automatic, in other words.

A four-speed automatic transmission is available for the Versa, though we expect it may be phased out. A six-speed manual remains for drivers who prefer shifting gears.
We've been pleased with the Versa. It has plenty of zip and there's no problem merging into traffic on a fast free-flowing freeway. When you stomp on the gas pedal the sound of the engine revving instantly before the car accelerates, a phenomenon of the CVT, can be a bit disconcerting at first. We found it not unpleasant, in fact it sounds kind of fun. In regular stop-and-go traffic under slow acceleration there is no sensation other than the car moving forward smoothly with no sound or feel of shifting gears. It's certainly a far cry from the clumsy gear shifting once common on small four-cylinder cars with three- and four-speed automatics.
On winding roads in Tennessee, near where Nissan is building its new U.S. headquarters, we found the car's handling to be perfectly adequate. It's not sporty like a Mini Cooper, nor is it sloppy like budget cars of a few years ago. Sporty drivers might wish for more feedback from the steering and more power, but there's no reason for others to complain.

The Versa is one of the first cars in this price category to feature electric power steering. In the past we have been disappointed in the poor feel of electric steering, but Nissan seems to have designed this system so it feels just as good as any hydraulically powered steering. No complaints here.

Thanks to the long wheelbase with wheels pushed out toward the four corners, the ride is better than one usually expects from a small car.

The brakes are fine. We recommend ordering the anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and Brake Assist for their ability to help you avoid an accident.

Summary
The Nissan Versa delivers decent performance and has a surprising amount of interior space. It feels bigger than it actually is, which is a good thing. There's lots of room for back-seat riders. The hatch offers big cargo space. The Versa gets excellent fuel economy, particularly on the highway. The CVT works well, though it will feel a bit different at first.

New Car Test Drive contributor John Rettie filed this report from Nashville, Tennessee. John F. Katz added some commentary.

For Versa Inventory click here

For more information contact DAVID LYTLE at 801-495-3800

dlytle

Murano Gets an Upgrade!

2009 Nissan Murano All-new version improves on successful original.
By Jim McCraw
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Prices and Specs
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Introduction
Nissan's recent history is for the most part a success story, and part of that success comes from designing one set of parts into a platform and then stretching that platform's length, width, and strength to do other jobs under other kinds of vehicles. Nissan does this better than most manufacturers, and has done it successfully once again with the 2009 Murano, using basically the same kit of parts that goes under the Altima coupe and sedan for a much larger, heavier and more complex crossover SUV. Murano is named after two different luxury items from two very different parts of the world, Murano art glass from Italy and Murano pearls from Japan, which is a good thing, considering it's sold in more than 130 countries.

The outgoing Murano has been one of the most successful models in Nissan's recent history, with sales rising every year since its introduction in 2003, and a loyalty rate upwards of 30 percent. With sales up more than 70 percent, they've stopped production on the original Murano and given us this brand new second-generation version to consider.

The 2009 Nissan Murano is several steps more radically styled that the original. There are many more curves in the body sheetmetal, a much bigger, shinier grille with a less-busy air intake under it, very large, bold, seven-element headlamps, and a completely new rear-end design, more horizontal than vertical, with dual exhaust ports under the bumper.

Murano models come with 18-inch wheels, with 20-inch wheels standard on the top LE model and optional on the others. Once you get beyond the grille and the headlamps, the only chrome on the curvy new body shell is the door handles. This design strategy lets the body and the paint do all the talking. The new body is almost two counts better in aerodynamic performance than the 2007 version, improved from 0.37 to 0.39 Cd. The more slippery design should mean better highway mileage and less wind noise.

The flexible, stretchable platform underneath the new Murano has been reinforced from front to rear, and fitted with several additional bumper beams and crossmembers, for the heavier duty cycles a crossover sport ute encounters, so it's now roughly 150 percent stiffer than the old truck. This is meaningful not only in terms of crash safety and survival, but also in terms of long-term durability and reliability for those buyers who aren't going to be back in the market for six or eight years. Things like doors and hoods and hinges will stay where they are put because the frame is strong to start with.

The redesigned 2009 Murano retails for some $1500 less than comparably equipped 2007 models.

Model Lineup
The 2009 Nissan Murano lineup comes in three trim levels. (The SE version has been dropped.)
Murano S is available with front-wheel drive ($26,330) or all-wheel drive ($27,930).
Murano SL models with front-wheel drive ($27,880) or all-wheel drive ($29,480) add rear privacy glass, front fog lights, steering wheel audio switches, leather wrapped steering wheel, eight-way power driver seat and 60/40 split fold-flat rear seatback with power return.

Murano LE all-wheel-drive ($35,910) adds 20-inch alloy wheels, bi-functional xenon headlights, Bose audio system with 11 speakers, XM Satellite Radio, an interface for iPod, seven-inch color display, intelligent key, Bluetooth, driver position memory (seat, mirrors, and steering wheel), leather-appointed seats, heated front and rear seats, power tilt and telescoping steering wheel, interior wood trim, power liftgate, and RearView Monitor.

Option packages include the Convenience package ($550), Premium package ($1000), Leather package ($1600), Moonroof package ($1170), Navigation package ($1850), Technology package ($1900), and DVD package ($1600). Standalone options range from heated seats and leather seating to Bluetooth, a rear-view camera, touch-screen navigation, an intelligent key system, XM Satellite Radio with NavTraffic, a Bose 11-speaker sound system, and a 9.3-gagibyte music storage hard drive.

Safety features include dual-stage frontal air bags, seat-mounted side-impact air bags (for torso protection), roof-mounted curtain air bags (for head protection), active head restraints in the front row (for whiplash protection), antilock brakes (ABS), traction control, and electronic stability control. It also comes with seatbelts; be sure to use them because seatbelts are your first line of defense in a crash.

Walkaround
The Nissan Murano made a strong statement with its swoopy lines when it was originally introduced as a 2003 model. The Murano was among the first of a new wave of space-efficient crossover SUVs that are highly styled. Sharing much of its design with the stylish Nissan Rogue launched in late 2007, the new Murano takes crossover styling another step further.

The 2009 Murano has a bolder grille and a more aggressive front end design than that of the compared to the successful original. The grille is more in-your-face and the air intakes under the bumper are larger than before. Very complex aero headlamps hang off the front corners of the body and gracefully lead into the fenders.

Bumper to bumper, this Murano has much more sculpted sheetmetal than the original, with swoops and sweeps and dips from end to end. Nissan calls it curvaceous modern art. One feature that affects both the exterior and interior is a new dual-panel moonroof that lets huge amounts of light into the cabin, but looks from the outside like a single pane of glass covering two thirds of the roof area.

Interior Features
Nissan has redesigned the Murano interior for 2009, starting over with a much more inviting, better organized, and much more modern and user-friendly package of instrumentation and controls, including a new center console and new graphics.

In terms of comfort, we found the new seats more comfortable and supportive than those in the previous version. Every model has a tilt/telescope steering column (manual or power) to accommodate more body types and leg lengths.

Everything on the instrument panel is well marked, and easy to use. The instruments are large, graphically clean and clear, and bathed in red-orange lighting day or night. The multi-function steering wheel is beefier, with better function buttons. The multi-controller knob at the top center of the dash has been redesigned for ease of use. The base AM/FM/CD sound system has been modernized, with a total of six speakers and the inclusion of an AUX plug on lower models and full iPod integration on the LE version, with full control and track information displayed on the central screen. The same deeply hooded screen is used for navigation, backup camera, telephone, HVAC, and radio displays. Pushbutton ignition and an iPod interface are standard.
The interior and exterior dimensions are all within an inch of the previous-generation model, which means it's as roomy and comfortable in the front and second seats as any five-seater on the market, and holds about the same volume of cargo. Many of the midsize crossover SUVs that compete with the Murano, such as the Toyota Highlander, were designed to accommodate three rows of seats. The Murano was designed for just two rows, so the second row in the Murano tends to be roomier than the second row of seats on other vehicles in this class. Bottom line: The back seats of a Murano are comfortable and very roomy for two adults.
For maximum cargo space, the back seats power up and flip down quickly and easily, and there are two different cargo storage systems available, depending on model.

Driving Impressions
We test drove a Nissan Murano SL, the middle model. Ours was equipped with all-wheel drive ($29,480) and loaded with the Technology, DVD, Navigation, Moonroof and Convenience packages, which added $7,070 to the bottom line (total $36,550), but made for a very nice, fully equipped vehicle for family travel.

Nissan's previous V6 earned awards, and its new V6 produces 25 horsepower more than the old engine, up from 240 to 265 hp at 6000 rpm, a 10-percent hike you can feel every time you accelerate at full throttle. Torque is 248 foot-pounds at 4000 rpm. The engine uses continuous valve timing control and variable induction for maximum flexibility under varying loads, meaning it responds quickly anytime you hit the gas.

All 2009 Murano models will come with an Xtronic Continuously Variable Transmission instead of a conventional automatic, and this CVT has been thoroughly tuned to the engine's improved power and torque curves for the new model. The CVT has fewer moving parts, lighter parts for lower mass and decreased operating friction, and software that makes it act more like a conventional transmission, shifting 30-percent quicker, which means the engine doesn't drone on at high rpm during full-throttle acceleration away from a stop. Nissan says it's also adaptive to each driver's style and habits. Based on our test drive, we'd have to say it's one of the best CVTs out there now, controlled by a new inline floor shifter that replaces the previous notched-gate shifter for much less wasted motion.

We won't go as far as to say there's a night-and-day difference in the leap from 2007 to 2009 in the Murano, but almost. It's much quieter in terms of mechanical, wind and road noise. The engine is much more willing, and this CVT transmission shifts properly, kicks down quickly, and lets the engine operate just above idle at freeway speeds, which is another way that it saves on fuel costs for the owner in addition to the reduced internal friction.

The new Murano's front and rear suspension is now made entirely of cast aluminum pieces, lighter and faster to reach to inputs, very well isolated from the cabin, and features a set of premium shock absorbers with built-in rebound springs to handle the big impacts. The TOPS speed-sensitive steering is relatively quick and has some feel to it, so it's not completely isolated from the cockpit and not completely numb or dead at the steering wheel. The new premium shocks with bumpers on them help the suspension keep the body flat and straight in the long sweepers and they absorb bumps and potholes very well.

All-wheel-drive versions of the Murano have a new system onboard called yaw-rate moment control, which is an enhanced version of Nissan's electronic stability control and traction control system. The optional $1200 system is set for 50/50 front-rear torque distribution, but can switch up or down to 0/100 or 100/0 depending on driving conditions. That puts the traction down to the tires with the best grip, improving traction and handling stability in slippery, inconsistent conditions, such as rain, snow and ice.

Summary
There is a huge number of competent, comfortable, convenient and roomy crossover SUVs available on the American market for 2009. We think the new Nissan Murano ranks right up there with the best of them. We like the Murano very much, inside and out. It's good looking, easy to use, reasonably powerful, and won't use up all your money on gasoline.
Jim McCraw filed this report to NewCarTestDrive.com after his test drive of a Murano SL outside Scottsdale, Arizona.

For Nissan Murano Inventory and pictures click here

To contact us directly about Murano call DAVID LYTLE at 801-495-3800

dlytle

Maxima Reborn!

2009 Nissan Maxima All-new four-door sports car.
By Jim McCraw
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Prices and Specs
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Introduction
Nissan Maxima is all-new for the 2009 model year, and this seventh-generation model marks the return of the four-door sports car.

The 2009 Maxima was deliberately built, tuned and aimed at drivers who prefer sporty handling and a firmer ride as opposed to the softer, more luxurious ride associated with many cars in this class.

The Maxima four-door sedan has been part of the Nissan lineup dating back to 1981. Maxima was kicked up a notch when the Altima took over the role as the mainstream sedan and it became the Nissan flagship. This new Maxima now competes directly against sporty upmarket sedans. Among them: Acura TL, Infiniti G35, Chrysler 300, Cadillac CTS, and Toyota Avalon, as well as deluxe versions of the Toyota Camry and Honda Accord.

The all-new 2009 Nissan Maxima shares its D-platform chassis and underpinnings with the other cars and SUVs mounted on the Nissan front-drive platform, including the Murano and Altima. The new Maxima is close in physical measurements to the Altima. This seventh-generation Maxima is deliberately shorter by a couple of inches in wheelbase and four inches shorter overall, but is slightly lower and wider than the outgoing (pre-2009) model. The track measurement, the width between the tires, is an inch and a half wider, so that the chassis is better able to handle the corners on its big, fat 18-inch tires.

Nissan has modified the platform and body of the Maxima extensively, with one additional stiffness package for the S and SV models, and additional rear reinforcements for the Sport and Premium package versions that uses a large steel panel behind the rear seat to connect the floor, walls and package shelf into a single, much stiffer unit that Nissan says is up to 17 percent stiffer than the base model. The 2009 base model is, in turn, 15 percent stiffer than the outgoing 2008 model. Sport versions add a tower brace across the front suspension towers for greater stiffness and steering precision.

Model Lineup
The 2009 Nissan Maxima range consists of two models, the S and the SV.
Maxima S ($29,290) comes standard with cloth upholstery, dual-zone air conditioning, power windows, locks, mirrors and driver's seat, trip computer, power moonroof, cruise control, intelligent key and starter button, and an AM/FM/CD/MP3 eight-speaker sound system with an auxiliary jack.

Maxima SV ($31,990) upgrades with perforated leather upholstery, a nine-speaker Bose sound system with speed-sensitive volume control, subwoofers and RDS, leather, a driver's seat with a thigh extension and power lumbar, a compass, fog lights, HomeLink, and turn signal repeaters in the mirrors.

Options for the SV: The Sport Package ($2,300) features a sport-tuned suspension, 245/40VR19 tires and 19-inch aluminum wheels, XM Satellite Radio, rear spoiler, HID xenon headlights, premium leather-appointed seats, heated front seats, premium leather steering wheel, power tilt/telescopic steering column, heated steering wheel, paddle shifters, automatic entry/exit system (with two-driver memory), driver-side memory (driver's seat, outside mirrors, steering wheel), rear bucket seats, rear-seat trunk pass-through, large rear-seat fold-down center armrest with finisher, Bluetooth hands-free phone system, outside mirrors with reverse tilt-down feature, heated outside mirrors, auto-dimming driver-side outside mirror, metallic-link trim, cargo net.

The Premium Package ($3,450) features the Dual Panel Moonroof with power retractable sunshades, power rear-window sunshade, premium mood light, front and rear power windows with one-touch auto-up/down feature, HID xenon headlights, premium leather-appointed seats, heated front seats, premium leather steering wheel with stitch and dimple, power tilt/telescopic steering column, heated steering wheel, paddle shifters, automatic entry/exit system (with two-driver memory), driver-side memory (driver’s seat, outside mirrors, steering wheel), rear bucket seats, rear-seat trunk pass-through, large rear-seat fold-down center armrest with finisher, rear-seat audio and HVAC controls, XM Satellite Radio, Bluetooth Hands-free Phone System, outside mirrors with reverse tilt-down feature, heated outside mirrors, auto-dimming driver-side outside mirror, Eucalyptus wood-tone trim, cargo net, seven-inch color monitor, RearView Monitor, Interface System for iPod, iPod net in center console, auxiliary audio/video input jack.

The Tech Package ($2,400) features the Nissan Hard Drive Navigation System with Voice-Recognition, 9.3GB Music Box Hard Drive, XM Satellite Radio, XM NavTraffic, seven-inch touch-screen color monitor, RearView Monitor, Interface System for iPod, iPod net in center console, auxiliary audio/video input jack. Similar packages allow buyers to mix and match these features and prices according to desired equipment.

Options include the Cold Package ($400) with a climate-controlled driver's seat; HID headlights ($400), the Bluetooth hands-free phone package ($300), a rear spoiler, and 19-inch high-performance summer tires.

Accessories for both models include floor mats and a trunk mat, splash guards, and a trunk sub-floor organizer with first aid kit and emergency kit.

Safety features include frontal, side-impact and curtain airbags, anti-lock brakes, traction control, yaw control, and tire pressure monitoring.

Walkaround
The all-new 2009 Nissan Maxima is smaller on the outside than the 2004-08 models of the previous generation. The new Maxima is shorter in wheelbase and overall length and lower to the ground, with a wider track for better handling.

Very much on purpose, the Maxima doesn't look anything like the Altima anymore.
Every exterior body panel on the car is new, with much more adventurous and modern design and shaping. The big metal plate out front that held the logo is gone. The grille, headlamps and 12-LED taillamps are larger and more egregious and figure more into the whole exterior design, and the fenders and hood have been given edges and bulges for a much more sporty appearance. The wheel arches are much more pronounced, and the door skins are pulled in from the fenders and flattened out so that the whole body has what the designers call a Coke-bottle shape, with a short nose, a short deck, a long, sloping roof and a BMW-style C-pillar curvature.

In other words, the 2009 Maxima is completely and totally different looking than the sixth-generation car it replaces.

Interior Features
The interior features of the new Maxima are all about concentration of controls and information around the driver. The new interior includes a few items right out of the Nissan parts bin that don't need reinventing, like the radio and navigation control panel on top of the center stack, backed up by newly styled lower controls with large, very readable labels and markings, daytime-lighted instruments, a hefty three-spoke steering wheel with redundant controls for the audio system, and huge paddle shifters for the CVT transmission, with very long upper and lower arms that assure you will never be out of reach of a quick shift. The floor shifter has also been moved over as far to the left as possible, for those who want quick shifts using the stick instead of the paddles).

The driver's seat is multi-adjustable, especially in the Sport package version that we drove, and very huggy and comfortable.

In the rear compartment, the seat can be ordered either as a 60/40 fold-down for cargo hauling, or as a fixed seat with a cargo pass-through in the center for occasional hauling or ski trips.
The design, materials, and execution of the interior are first-rate throughout.

Driving Impressions
The Maxima that we drove was the SV with the Sport package. Like the S model, it comes with a very strong, very responsive 3.5-liter V6 engine uprated from the previous 255 horsepower to 290 horsepower, a 35-horsepower increase with a concomitant gain of nine foot-pounds of torque and a one-mile-per-gallon increase in fuel economy. It has both variable valve timing and a variable intake system, a system that opens wide at about 4500 rpm, wide enough that you can hear the engine sound change dramatically, adding to the driving enjoyment.

At 290 horsepower, the Maxima's V6 is right at the top of the class in terms of power development for its size, but it's not peaky or cranky because the valve and intake systems keep it optimized for whatever gear and rev range.

We found the engine smooth and quiet, right up to the 6200 rpm redline, and it delivered plenty of punch throughout the rev range. A very strong, very enjoyable engine to drive, and if you can keep your foot out of it, you can get better mileage than the 26 mpg label. If you keep your foot in it, expect 0-60 mph times of 5.8 seconds or less.

The only transmission available, much to the chagrin of some critics, is the CVT (continuously variable transmission), a much-improved Nissan innovation. The software offers much quicker and more positive shifting than previous CVTs from Nissan. Maxima's CVT offers a manual mode. We found the transmission a joy to use in either mode. It is perhaps the world's second-best CVT, after the Audi. Nissan says the new CVT software contains more than 700 shifting algorithms to cope with every driving situation in every gear from idle to full-throttle and says the transmission can shift 30 percent faster than a human driver can. In the Sport Drive mode, the shifts were lightning quick, and included a very sporty throttle blip on every downshift.
The chassis and suspension under the new Maxima have been upgraded quite a lot from the previous model, with several new technologies added. The front-drive Maxima has six engine mounts now instead of the usual four, and the engine is mounted lower in the chassis for a lower center of gravity and better handling. The suspension is all new, using premium aluminum components, new shock absorbers, front and rear stabilizer bars, and new, sportier geometry. The front-drive system incorporates a new wrinkle that virtually eliminates torque-steer on full, throttle. We found the Nissan Maxima SV Sport always felt agile, glued to the road, and ready to play, with no hint of harshness in the ride.

The speed-sensitive power rack-and-pinion steering system has been borrowed from the 350Z sports car, and it makes the driver feel like he is truly connected, truly part of the steering and driving process, never over-boosted or ropey. The front and rear ABS disc brakes have been upgraded, and the rear brakes are now ventilated, where they were solid on the previous model, for better fade-resistance and braking power under severe conditions.

The only time this Maxima gets sporty and rorty is when the engine intake system switches over into high-flow mode above 4500 rpm. The rest of the time, the car is very quiet inside, with very little intrusion from the outside world.

Summary
The all-new 2009 Nissan Maxima is one of the most fun to drive cars in the class. It's one of the best-engineered front-drive sporty sedans available, from the accurate, quick steering to the engine power to the remarkably good performance of the CVT. It isn't the roomiest car in the class, and it isn't the least expensive. Instead, it's designed as a premium car for drivers who want something sporty. And if 26 mpg isn't enough for you, you'll be able to get this sporty sedan in 2010 with a diesel engine.

Jim McCraw filed this NewCarTestDrive.com report from Cary, North Carolina.

For New Nissan Maxima Inventory click here

To talk to someone at Tim Dahle Nissan, Contact DAVID LYTLE at 801-495-3800

The New Frontier

2008 Nissan Frontier Vehicle Overview

Introduction
Sometimes you don't need the maximum. Whether it's ordering a Triple Whopper with Cheese or going quail hunting with a full-auto 12 gauge, sometimes the biggest choice is overkill. Along those lines, not everyone who needs a pickup truck needs a titanic full-size model. Something more maneuverable and fuel-efficient with less hauling and towing capacity is more appropriate. The 2008 Nissan Frontier is one of the top choices in the compact pickup class, although with a maximum length of 18 feet, compact isn't exactly the most apt term anymore.

Like most trucks, the Frontier is available in a variety of different body styles and trim packages designed to give its diverse group of buyers an almost endless supply of choices. Whether you're a contractor in need of a work truck or a suburban-bound family man, there's a Frontier for you. The most basic model difference involves the King Cab (an extended cab with rear-hinged access doors) and the Crew Cab, which better tackles passenger-hauling duties. To compensate for the Crew Cab chewing into bed length, Nissan offers the King Cab's 6-foot bed as an option to maintain the truck's hauling abilities. Plus, Nissan offers a unique bed feature known as Utili-track for securing cargo.

With abundant power, smart features and a rugged disposition, the V6-equipped Nissan Frontier places at the top of its class. There are some downsides, though. Interior materials could be better and optional packages are often grouped together, raising the price precipitously. You'll want to check out the Frontier's chief rival, the Toyota Tacoma, during your shopping process, though we've found that Nissan's small pickup provides a more forgiving drive on pavement and a more functional interior. If buying a full-size pickup seems like overkill to you, the 2008 Nissan Frontier is the best not-so-compact alternative.


Body Styles, Trim Levels, and Options
The 2008 Nissan Frontier is a compact-class pickup truck available in two body styles: extended cab (known as a King Cab) and a crew cab. The King Cab is available in XE, SE, LE and Nismo trim packages, while the Crew Cab comes in all but base XE. King Cabs come with a 6-foot bed. Crew Cabs have a standard 5-foot bed, but a 6-foot bed is also available on SE and LE models.
The XE is bare bones with only a few features that include 15-inch steel wheels, front bucket seats and cloth upholstery, while the XE Preferred Package adds a CD stereo system and air-conditioning. The SE adds 16-inch steel wheels, a sliding rear window, air-conditioning and a four-speaker CD audio system. Bunched into a pair of packages (one for four-cylinder models, the other for V6 models), the SE's options include 16-inch alloy wheels, full power accessories, cruise control, two- or four-wheel limited slip differential, a bed extender and keyless entry.
The Nismo and LE trim levels include most of the SE's optional equipment. Both add foglights, Utili-track bed channel system, factory spray-on bedliner and leather-wrapped steering wheel. The LE differs by having 17-inch wheels, side step rails and eight-way power driver seat, while the Nismo sets itself apart with an electronic locking rear differential, Bilstein off-road shock absorbers, special tires and skid plates. The LE/Nismo Traction Package adds stability control, hill-start assist, hill-descent control and a four-wheel limited slip differential (standard on Nismo).

The Technology Package (available on the Frontier LE and Nismo) includes Bluetooth, steering-wheel audio controls, an auxiliary audio jack, satellite radio, an in-dash six-CD/MP3 changer, and with the Crew Cab, a Rockford Fosgate 10-speaker sound system with a subwoofer. On LE Crew Cab models, the Technology Package must be ordered with the Leather Package (leather upholstery, power passenger seat and heated front seats) and a package that includes a sunroof and additional airbags. The sunroof and airbags are split into separate packages on the Nismo, but the sunroof still must be ordered with the Technology Package. The options packages are more easily ordered separately with the King Cab.

Powertrains and Performance
The Frontier XE and SE come standard with a 2.5-liter four-cylinder engine that produces 152 horsepower and 171 pound-feet of torque. A five-speed manual is standard with that engine, while a five-speed automatic is optional on the SE. Optional on the SE and standard on the LE and Nismo models is a 4.0-liter V6 that makes 261 hp and 281 lb-ft of torque. A five-speed automatic is standard on the LE and Nismo trim levels. A six-speed manual transmission is standard on the SE V6 and optional on the Nismo.

V6-powered Frontiers can be had with two- or four-wheel drive, while four-cylinder models are rear-wheel drive only. Properly equipped, a V6 Frontier can tow up to 6,500 pounds. Fuel economy estimates for the six-cylinder 2008 Frontier with an automatic and 2WD are 15 mpg city and 20 mpg highway.

Safety
Antilock disc brakes are standard on all 2008 Nissan Frontier models. Optional on all models are front-seat side airbags and full-length side curtain airbags. Additionally, Frontier LE and Nismo buyers can opt for the Traction Package, which provides stability control, hill-start assist and hill-descent control.

In government crash testing, the Frontier earned four out of five stars for driver and front passenger protection in frontal impacts. In side-impact crash tests, it received a perfect five stars for both front and rear-seat occupants. Insurance Institute for Highway Safety frontal-offset crash tests resulted in a "Good" rating (the highest possible) for occupant protection.

Interior Design and Special Features
Slide into the 2008 Nissan Frontier King Cab and you'll find fold-up jump seats and reverse-opening doors. The crew cab has a larger cabin with fully usable rear-seat accommodations (that also fold up) and conventional rear doors that offer easier access to those seats. The roomy cabins offer straightforward controls, comfortable front seats and an attractive design, though excessive use of hard plastic detracts from the overall look.

The Frontier's utility bed package includes a factory-applied spray-on bedliner and the "Utili-track" tie-down system. The tie-down system provides extra cargo-hauling flexibility through the use of five special "C" cross-section rails mounted in the bed (two channels in the bed floor, and one each on the bed side rails and the bed header panel). Removable utility cleats slide into the channels to provide a wide range of attachment points for securing cargo. In addition to the tie-down cleats, a full range of accessories are offered for use with the channel system, including bed dividers, sliding cargo trays, modular storage units and bike racks.

Driving Impressions
As you'd expect, acceleration is no more than adequate in the XE and base SE model, making it a decent choice only for those who need a low-cost, light-duty work truck. It's quite a different story with the V6-equipped Frontier, however. Step on the throttle and the 4.0-liter V6 comes through with plenty of low-end torque, and the automatic transmission delivers perfectly timed shifts whether you're maneuvering in traffic or flinging the truck around in the sand. Ride quality on pavement is surprisingly good for a compact/midsize pickup truck, and the steering is tight and communicative. All Nissan Frontier 4x4s are capable off-road, thanks to a maximum 10.1 inches of ground clearance and plenty of suspension travel, although the more specialized Nismo model is the best choice for off-roaders.

Any questions about the Nissan Frontier or for vehicle availability click here

If you prefer to talk to someone contact DAVID LYTLE at 801-495-3800

dlytle

Sentra Reliability..Standard!

2008 Nissan Sentra Roomy and sophisticated.
By New Car Test Drive
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Prices and Specs
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Introduction
The Nissan Sentra was completely redesigned and re-engineered for the 2007 model year. Some think the second year of production is the sweet spot for a new car, and that's where the Sentra is now.

The Sentra may be classified as a compact, but it's not that small. The truly small cars are subcompacts: Nissan Versa, Toyota Yaris, Honda Fit. The Sentra is larger and roomier than those cars and competes with compacts such as the Toyota Corolla and Honda Civic. Sentra comes only as a four-door sedan (no hatchback is offered) and all models are front-wheel drive.
This latest-generation Sentra was designed for American buyers. As a result, the cabin is spacious and it's finished like a more expensive car, with wonderfully supportive seats in cloth or leather. The 60/40 split rear seat folds flat, opening up the trunk space and creating a large flat cargo area. It's enough space for two to sleep back there, or haul long items.

High-performance Sentra SE-R and SE-R Spec V models have joined the lineup for 2008. The high-performance Sentra SE-R and the higher performance SE-R Spec V feature a 2.5-liter four-cylinder tuned to 177 horsepower and 200 horsepower respectively. These SE-R models have suspension modifications for sharper handling. The SE-R models have more power and better handling, but they're easy to live with and offer all the advantages of the standard Sentra.
Sentra 2.0 models come with an aluminum 2.0-liter engine and a choice between a wonderful six-speed manual gearbox or a CVT continuously variable automatic transmission. These cars are good values. They're roomy inside, the engine is modern and competitive, and the chassis provides good handling and a comfortable ride. Sentras with the 2.0-liter engine are EPA rated at 25/33 mpg City/Highway with the CVT, 24/31 mpg with the six-speed manual. Nissan is a leader in CVT, or continuously variable transmission, design, and we've been happy with them.
For 2008, there are no significant changes to the Sentra 2.0-liter models.

Model Lineup
The 2008 Nissan Sentra comes in five models: 2.0, 2.0 S, 2.0 SL, SE-R, and SE-R Spec V.
Sentra 2.0 models come with Nissan's 2.0-liter four-cylinder aluminum engine, making 140 horsepower and 147 pound-feet of torque. The standard transmission in the 2.0 and 2.0 S is a sporty six-speed manual, but a high-tech and fuel-efficient Nissan Xtronic CVT is available ($800); this Continuously Variable Transmission comes standard on the 2.0 SL.

Sentra 2.0 ($15,750) comes with cloth seats, air conditioning, interior air filter, tilt steering wheel, remote manual mirrors, four-way adjustable manual front seats, 60/40 split fold-down rear seats, power windows, power door locks, electric power steering, AM/FM/CD stereo with four speakers, auxiliary audio input jack, theft-deterrent system, and P205/60R15 tires on steel wheels with wheel covers. Anti-lock brakes are optional ($250). A Sunroof package ($750) includes a sunroof and illuminated visor mirrors. Alloy wheels are available ($350).
The 2.0 S ($15,980) adds a height adjustment for the driver's seat, power exterior mirrors, remote keyless entry, cruise control, illuminated steering wheel audio controls, a six-speaker sound system, vehicle information display, and P205/55R16 tires. ABS with electronic brake-force distribution is newly standard for 2008. The 2.0 S is also available with the CVT ($16,780), which adds Nissan's Intelligent Key keyless access and ignition. A Convenience package ($650 manual, $850 CVT) for the 2.0 S includes a leather-wrapped steering wheel, Bluetooth wireless cell phone link, overhead CD storage, power trunk release, and Nissan's Divide-n-Hide trunk with a hidden storage compartment, cargo nets and hooks. For 2008, ABS with electronic brake-force distribution is standard. Available for 2.0 S models and above is a Rockford Fosgate Audio package ($750) with a 340-watt Rockford Fosgate AM/FM radio with six-disc CD/MP3 changer and eight speakers. XM Satellite Radio ($150) is optional. A rear deck lid spoiler ($210) is optional for all 2.0 models.

The 2.0 SL ($18,680) gets leather upholstery, leather-wrapped steering wheel, Intelligent Key, Bluetooth hands-free cell phone link, XM satellite radio with three months of service, and alloy wheels. The Divide-n-Hide trunk is optional ($150).

The SE-R ($19,680) features a 2.5-liter four-cylinder that makes 177 hp and 172 pound-feet of torque, and it is mated to a CVT. The SE-R comes with a sports suspension, a rear spoiler and P225/45R17 all-season tires. Intelligent Key ($250) and XM ($150) are optional. The SE-R is available with a limited-slip differential ($400).

The SE-R Spec V ($20,180) comes with the 2.5-liter tuned to produce 200 hp and 180 pound-feet of torque, and it links to a six-speed manual gearbox. The SE-R Spec V sports a performance suspension and W-rated P225/45R17 summer tires. It deletes the folding rear seat. XM Satellite Radio ($150) is optional.

Safety equipment is extensive on all models, including dual-stage front airbags, front side airbags, full length curtain airbags, active front seat headrests, and a tire-pressure monitor. Antilock brakes with electronic brake-force distribution are standard on all but the 2.0 S, where they are optional. Electronic stability control isn't available.

Walkaround
The Sentra is built on Nissan's C-platform which is larger than the subcompact Versa's B-platform and smaller the midsize Altima's D-platform. The current-generation Sentra is considerably larger than the pre-2007 model. From every angle, it looks like the latest-generation Nissans. With its crisp character lines, the Sentra resembles a scaled down Altima.
The Sentra is offered only as a four-door sedan. Hatchback buyers will want to look elsewhere, including to the smaller Versa.

Designers paid special attention to the grille, front fascia, big trapezoidal halogen headlamps, and steeply raked windshield. The short front overhang lends a sporty look.

Along the sides, only widened bodywork around the wheels breaks up the clean, attractive doors and quarter panels. A character line rises from the front door back to a tall trunk, giving the Sentra a bit of a rake. Large door openings make it easy to climb in and out, and a high, distinctive rear deck offers ample trunk space.

The contemporary Nissan look continues at the rear, where the high trunklid is flanked by white and red taillights that have a Nissan family look. The long roof line resolves itself in a short trunklid.

Sentra SE-R models have more aggressive front and rear fascias, side sill extensions that visually lower the car, a rear spoiler, and beefy, low-profile 17-tires on alloy wheels.
No matter what Sentra you choose, you'll make no compromises in looks, comfort, safety or style, to have this inexpensive compact car in your driveway.

Interior Features
The Nissan Sentra is a good choice for drivers who practically live out of their cars. For example, the locking glovebox is deep enough to hold a laptop computer. There is also an available integrated removable CD holder on the headliner above the driver's sun visor. The front of the center console has a tray for items such as cell phones, as well as two cupholders that are adjustable for 20-ounce bottles or 32-ounce mega cups. Pockets with see-through netting are provided on the backs of the front seats for passengers' cell phones and iPods.
With 97.4 cubic feet of cabin space, the Sentra offers more room than the Mazda3, Honda Civic, Toyota Corolla, and Chevy Cobalt, in that order.

The trunk measures 13.1 cubic feet (12.0 cubic feet for the SE-R Spec V). The Cobalt offers 13.9 cubic feet. The Sentra offers the simple but clever Divide-N-Hide trunk. The trunk is so deep that it can accept a false folding back, creating a secret space about 20 inches wide, just behind the rear seat.

For cargo space, the 60/40 split rear seat can be folded flat, to open up the space into the trunk (thanks to a structural bulkhead, the SE-R Spec V lacks the folding seat). There's no problem fitting a bicycle or maybe two back there, through the trunk; two friendly Echo Boomers could even sleep back there.

We've spent time with a bare-bones Sentra 2.0 with cloth seats, a fully equipped 2.0 SL with leather, and a SE-R Spec V with its sport seats.

We loved the supportive feel of the cloth seats; they embrace your back like a good hug, and are neither too firm nor too soft. The available leather is plush for a compact car; there's no reason to ride in a penalty box just because you're trying to save gas. The SE-R's sport seats are better bolstered and have a grippy fabric to keep the driver in place during enthusiastic cornering. They also get more flair, with special stitching and red seat belts on the Spec V.
The four-speaker sound system in the 2.0 was okay, while the eight-speaker Rockford Fosgate audio system with in-dash 6CD in the 2.0 SL was great.

A long wheelbase with short overhangs results in agreeable legroom for the rear seat passengers. The back seats are relatively flat, however, so they won't be comfortable for long trips.

The instrument panel might be the nicest aspect of the interior. Again, it is very stylish, and functional, too. The instruments are sharp, the controls easy to operate, and the center stack features a strong-looking shift lever rising out at a 45-degree angle. The trim around it all is a handsome flat silver. SE-R models get two additional gauges at the top of the center stack, one for oil pressure and one that displays acceleration and deceleration g forces.

Driving Impressions
The Nissan Sentra holds its own in a world of big vehicles. The base 2.0-liter engine puts the Sentra on par with other high-tech four-cylinder engines. Boasting an aluminum block and head, continuously variable valve timing, and electronic fuel injection, the 2.0-liter makes 140 horsepower (same as the '08 Honda Civic, eight hp more than the Toyota Corolla and eight hp less than the Mazda3). However, the real story is its strong torque: with 147 pound-feet, it beats those other cars. Torque is important because it's needed for acceleration from lower rpm, such as when accelerating from an intersection or up a steep grade. Sentra develops 132 pound-feet of torque at just 2400 rpm, so it feels quite powerful around town and in traffic.

Our Sentra 2.0 zoomed up freeway on-ramps, and felt like it belonged in the fast lane. It ran in 80-mph Northern California traffic with ease and had no trouble cruising at 90. The engine wasn't loud and didn't feel strained at that pace, although under full-throttle acceleration it was a bit noisy from 5000 rpm up to its redline of 6500.

Fuel economy for a Sentra with the 2.0-liter engine is an EPA-rated 25/33 mpg City/Highway with the CVT transmission, and 24/31 mpg with the six-speed manual.

The CVT (continuously variable transmission) is now in its third generation, and the technology has improved greatly. The main benefit with a CVT is better gas mileage, a result of less internal friction. With only two ranges, high and low, it's smoother because there's less shifting, though the sound is odd, like the car is winding up like a snowmobile. Floor the gas pedal and the Sentra surges ahead aggressively.

The Sentra SE-R Spec V feels docile in traffic, in spite of the performance from its 200-horsepower 2.5-liter four-cylinder. It makes its best power near redline, from 6600-7000 rpm, so you need to flog it to get the most out of it. It doesn't feel high-strung, however. It's easy to live with and provides that extra bit of oomph when you want to play. The Spec V comes with an easy-shifting six-speed manual transmission that isn't especially sporty. The clutch works with ease, too, making the Spec V feel more like an everyday driver than a sport compact.
The suspension on all Sentras is an independent configuration in front, with a torsion beam in the rear, a compact design with separate shocks and coil springs that allows more room for the trunk that's above it. In its base form, it's forgiving. In its most aggressive state, in the SE-R Spec V (with higher rate springs, shocks and bushings), it's firm in a quality kind of way, yet never harsh or uncomfortable. It feels rugged and inspires confidence, out there in the cruel world of pockmarked roads. It even felt comfortable over a series of Chicago potholes. We haven't driven the standard SE-R, but we suspect it is also quite comfortable.

We had the opportunity to drive the SE-R Spec V at the fast 4.0-mile Road America circuit near Elkhart Lake, Wisconsin. We found it to be fun but not razor sharp. The engine revved predictably, without climbing too quickly to keep up with gear shifts. The brakes didn't fade during our high-speed lap, and the handling gave nice feedback but didn't feel as agile as a Subaru WRX STi or Mitsubishi Evo X.

We also thrashed it around an autocross course. The engine provided good power out of corners, so much so that we spun the inside wheel. We would recommend the optional limited-slip differential for anyone wanting to do parking lot autocrosses or other hard driving in their Spec V. The car leaned more in quick, sharp turns than an autocrosser would like, and wasn't as sharp as the likes of a Mini Cooper S, BMW 1 Series, or even a Chevrolet Cobalt SS. Overall, when it comes to ride and handling, we'd liken the Spec V to the Honda Civic Si: They're both comfortable road cars, with decent handling that provides a lot of feedback.

Summary
The Nissan Sentra is a solid compact sedan that gets good gas mileage and offers a great value. The cabin is roomy and comfortable with nice seats and an attractive instrument panel. Sentra offers two excellent engines and a fine, forgiving chassis. The SE-R Spec V provides driving fun without being harsh or high strung. Nissan nailed this one.

NewCarTestDrive.com correspondent Sam Moses reported from San Francisco, with Kirk Bell reporting from Chicago.

For more information and pitures on the Nissan Sentra click here

For our Nissan Sentra inventory click here

Or to talk to us directly contact David Lytle at 801-495-3800

dlytle

Rogue Absolutely Satisfies!

2008 Nissan Rogue All-new compact crossover SUV.
By Kirk Bell
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Prices and Specs
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Introduction
The Nissan Rogue is a compact SUV in the crossover style, much like the Honda CR-V. Despite the recent trend toward seven-passenger seating, the Rogue seats five. And while other compact SUVs offer V6 power, the Rogue is strictly a four-cylinder, again like the CR-V.

Based on an economy car platform, the Rogue is meant as a daily commuter, not an off-road adventure vehicle. The towing capacity is only 1500 pounds and the available all-wheel drive system is intended more for snow and rain than rocks and mud. The four-cylinder engine works well with the continuously variable transmission to provide decent pickup and frugal fuel economy.

Behind the wheel, the Rogue offers carlike ride and handling. We think it's one of the better handling small SUVs, but it's not sporty or particularly fun to drive. The ride allows for a lot of road feel and can become hard on pockmarked roads. Road imperfections and engine sounds also intrude on the cabin, leaving passengers thinking that the Rogue could benefit from more sound insulation.

Otherwise, the cabin is pleasant, with some materials that would look good in higher priced vehicles. The controls are easy to use and understand, but the Rogue lacks some of the creature comforts and tech gadgets that are starting to filter down to lower priced vehicles. There is no navigation system, for instance.

An SUV should provide cargo utility, and the Rogue is up to the task. The rear seats fold flat and there is even an available folding front passenger seat to permit longer items to be loaded. In back, Nissan also offers a handy cargo organizer that can keep groceries from sliding around and provide storage for muddy clothes.

With starting prices starting below $20,000, the Rogue is a worthy competitor for the higher-priced Honda CR-V. Its carlike road manners, cargo utility and prudent fuel economy make it appealing to young families or active singles. Those who want to go off-road or tow a trailer will be better served by more rugged vehicles.

Model Lineup
The Nissan Rogue is offered in two trim levels, S and SL, each with front- or all-wheel drive. All Rogues have a 2.5-liter four-cylinder engine that makes 170 horsepower. It is mated to a continuously variable automatic transmission with an infinite number of gear ratios. When the SL Premium Package is ordered, the transmission has shift paddles to select among six predetermined gear ratios. The all-wheel-drive system is meant for on-road use, and it does not include low-range gearing.

The Rogue S models come standard with cloth upholstery, air conditioning, tilt steering wheel, four-way manually adjustable front seats, cruise control, power windows, power locks, power mirrors, remote keyless entry, AM/FM/CD stereo with four speakers and auxiliary input jack, 60/40 split-folding rear bench seat and 215/70R16 all-season tires on steel wheels. S models have no options.

The Rogue SL models with six-way manually adjustable driver's seat, roof rails and 225/60R17 on aluminum wheels.

Optional for SL are a sunroof and a Leather Package with leather upholstery, leather-wrapped steering wheel and shift knob, six-way power driver's seat with power lumbar support, one-touch up/down driver's window, auto-dimming rearview mirror, Homelink universal garage door opener and a compass. A Premium Package for front-drive SL models includes Bose premium audio with seven speakers and six-disc CD changer, XM satellite radio, steering wheel-mounted audio controls, speed-sensitive volume control, paddle shifters, trip computer, outside temperature display, foldable rear cargo organizer, rear tonneau cover, fold-flat front passenger seat, fog lights, illuminated front visor mirrors, center console dual-level tray and mood lighting. The Premium Package for AWD models has that equipment plus Bluetooth hands-free cell phone link, xenon headlights, and Nissan's Intelligent key keyless ignition.

Safety features include dual front airbags, torso-protecting front side airbags, head-protecting curtain side airbags with rollover sensors, front seat active head restraints, LATCH-style child seat anchors, tire-pressure monitor, ABS with brake assist and electronic brake force distribution, traction control and antiskid control.

Walkaround
The compact SUV market has been a successful one for Japanese juggernauts Honda and Toyota since the mid-to-late 1990s, but Japan's other major automaker, Nissan, has been late to the party. Well, Nissan is finally arriving and it's bringing the Rogue as its date.

Nissan waited quite some time to finally get into the cute-ute game, but the Rogue is finally here and it appears to be aimed squarely at the Honda CR-V. The styling is swoopy, with rounded lines and a wedge shape from front to rear. Flared rear shoulders and an upswept window line give the Rogue a sporty feel.

Ornamentation is minimal. A black and chrome Nissan badge up front is flanked by a body color grille. Only that badge and the headlights lend any contrast to the front end. There is even less character to the sides, which have no ornamentation at all. The mirrors are black on the S model and body color on SL. Chrome or black rub strips would help here, as would chrome door handles. The 17-inch aluminum wheels on the SL help, but the S has plain old steel wheels with hubcaps.

We think the Rogue looks best from the rear, where the dark rear glass, eye-shaped taillights, rounded panels, and license plate recess give it some definition. Unfortunately, the rear liftgate lacks separate opening glass.

The look is not unattractive, but it's plain. Among compact SUVs, the Rogue has a sleeker, car-based crossover look, like the CR-V, as opposed to the upright mini-SUVs like Ford Escape or Jeep Liberty. There is good reason for this, as the Rogue is based on Nissan's C platform, which also hosts the compact Sentra four-door sedan.

Onlookers will be surprised to learn that the Rogue is the longest vehicle in the class. At 182.9 inches overall, it is even longer than the seven-passenger Toyota RAV4 and the seemingly large Jeep Liberty.

Interior Features
At first glance, the interior of the Nissan Rogue seems nice if somewhat plain. Closer inspection reveals some quality materials that are impressive for its starting price. The dash, for instance, is molded in a soft-touch material that would be right at home in a Lexus. The door tops also have a nice soft-touch material. The remainder of the materials are price-appropriate plastic that fits together well.

The instrument panel features only two gauges, the tachometer and speedometer. There is also a motorcycle-inspired round graphic readout that displays the fuel level and water temperature, and on Rogues so equipped, trip computer information.

The center stack features three easily used round climate control knobs, and Nissan's unique radio layout. It has substantially sized buttons, but the presets are grouped in A, B and C folders, instead of AM and FM sets. It takes some getting used to, but with 18 total presets, most drivers will be able to program all of their favorite stations. An auxiliary input jack is provided for MP3 player connectivity.

Storage for small items up front is adequate. The center console has two integral cupholders and a small tray that will work for holding life's minutiae. If that's not enough, the console bin is very deep and is available with a removable tray to give it two levels of storage.

The driver's seat is comfortable and offers a good driving position, even though there aren't many seat adjustments. The tilt steering wheel helps, and there is enough head and leg room for all but the tallest drivers. There is good visibility to the front and the side mirrors are large, but over-the shoulder visibility is compromised by a smallish rear window and rear side windows that are pinched at the rear. The ride height makes getting in and out of the Rogue very easy.
The second row is usefully roomy, with head and leg room that can accommodate adults, even with the front seats moved far back. Three adults in the rear will be cramped, but they should be able to deal with short trips. Toe space under the front seats is plentiful.

Cargo space is good but not at the top of the class. The second-row seats are split 60/40, and they fold flat in an easy one-step motion to open up the maximum 57.9 cubic feet of cargo space.
The available Premium Package option includes a folding front passenger seat. It folds almost flat to allow loading of longer items. The Premium Package also has a rear cargo organizer. It has a recessed floor and removable nets to act as partitions, both of which help prevent groceries from rolling around in the back.

While the low floor makes loading items easy, separate opening rear glass would make the cargo area even easier to access.

Driving Impressions
The Nissan Rogue is based on an economy car platform and those roots show through in more ways than one. While it is among the better handling compact SUVs, it's not sporty. It drives more like a car than an SUV, but it has more body lean in turns than most cars. The brakes feel touchy at first, but it's easy to get used to them. The electric assist steering requires only a light effort, but it feels natural and direct with good road feel. In fact, the Rogue transmits more road feel to the driver through the steering wheel than most compact SUVs.

The ride is generally comfortable, but it can become busy on bumpy pavement and sharp ruts can give passengers a jolt. Perhaps Rogue's biggest drawback is interior noise. Ruts and bumps cause crashing sounds, rough pavement induces body drumming, and the engine groans under heavy throttle, all characteristics we'd expect in an economy car. Put simply, the Rogue seems like it could use more body insulation, though we realize that would add weight.

Like the CR-V, the Rogue offers only a four-cylinder engine. Nissan's four-cylinder makes 170 horsepower and is one of the better four-cylinders available today. It has the low-end punch to provide good pickup from a stop. Midrange power is adequate, but the Rogue needs a head of steam for passing maneuvers.

The continuously variable transmission works well with the engine, quickly switching to an appropriate gear ratio for the driving conditions. The only way to tell that it's not a standard automatic is to floor the accelerator and keep it there. The transmission reacts by picking the gear ratio to put the engine in its optimum rev range and keeping it there. With the available Premium Package, the CVT has steering wheel shift paddles and six preset gear ratios. The shift paddles allow for a sportier driving experience by giving the driver more control.

The Rogue goes fairly easy on gas. With front-wheel drive, it is EPA-rated at 22 mpg City and 27 Highway; AWD models are slightly lower at 21/26 mpg.

While the powertrain works well, it's best suited for around-town duty. The available six-cylinder models from Toyota and Saturn are considerably faster. The Rogue is also not built for towing, with a maximum capacity of only 1500 pounds.

Summary
The Nissan Rogue matches the Honda CR-V for carlike road manners and fuel economy, though it's not as quiet on the inside and doesn't ride as smoothly. The Rogue is priced lower than the CR-V. It should be a good choice for drivers looking for a daily commuter with lots of cargo space. Drivers who tow boats and go off-road will want to consider more rugged vehicles such as the Nissan Xterra or Jeep Liberty.

NewCarTestDrive.com correspondent Kirk Bell filed this report on the Nissan Rogue from Baltimore.

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