Let’s get one thing out of the way first; the Juke’s design is polarizing.  Opinion on my tester was split about 50/50 as to if it was adorable or horrific.  The Juke’s got surprisingly feminine lines; its muscular curves are soft, and the face is aggressive but not threatening.  Some sporty vehicles look like they want to eat your face; the Juke looks more like it would lick it at best.  There’s nary a straight line to be found here; the Juke is all exaggerated fender flares, stubby body and big seventeen-inch wheels.  As if that weren’t enough, the headlamp treatment is one of the strangest since the Isuzu VehiCROSS, with running lights mounted high on the front fenders and a large pair of round headlamps pushed into the corners of the sharply angled grille.  The greenhouse is short and sloped, terminating suddenly at the back of the car.  To keep the side aspect smooth, the rear door handles are hidden in the C-pillars.  At the rear, Nissan’s familiar boomerang taillights are mounted high, next to a dramatically curved rear window.

The Juke’s interior is equally quirky, with rounded surfaces all around and a floating instrument panel top that looks like an arched eyebrow.  The curviest center stack since the original Hyundai Santa Fe holds the radio and optional navigation system above and a neat LCD display below that switches between HVAC and the I-CON engine control, and flows down into a fat console.  The Juke is compact but the well-bolstered seats are comfortable enough for all-day driving.  I found the pedals to be awkwardly placed for my long legs, but other drivers had no problems.  The rear seat is a crowded but survivable, and the cargo area is modest but holds over 35 cubic feet with the rear seat flopped–enough for a decent grocery-store run or travel for two.

Though inexpensive, the Juke is well-equipped.  Bluetooth connectivity, steering wheel audio controls and an iPod interface are standard equipment.  Upgrades include Nissan’s Intelligent Key keyless entry/start, a Rockford-Fosgate sound system with a subwoofer, a backup camera, XM satellite radio and a navigation system.

Thanks to its small size, the Juke maneuvers fantastically, holding the road with confidence.  MacPherson struts are used up front.  At the rear, front-wheel drive Jukes get a torque beam, while the all-wheel drive models feature an independent rear.   On the freeway it’s bouncy thanks to the stubby dimensions.  Electronic power steering and anti-lock brakes are standard.

There’s a 188-horsepower turbocharged 1.6 liter direct-injection four-cylinder under the hood, but in these days of 300-horse compact cars, the power feels merely modest.   The all-aluminum engine is sometimes noticeably underpowered at freeway speeds in spite of sixteen-valve construction and variable valve timing, but the Juke manages to be modestly powered without being terrifying to drive.  It’ll keep up with the BMWs going 80; you’ll just burn a lot more gas doing it.  When not being flogged to keep up with sports cars, the Juke returns up to 32 mpg on the freeway.  The I-CON drive mode controller allows the driver to choose from three throttle, transmission and steering-response modes for economical, normal or sporty driving.  A choice of continuously variable automatic or six-speed manual transmissions is offered.  The short-throw manual transmission provides entertaining traffic carving.  All-wheel drive is also available for CVT-equipped Jukes, and features torque vectoring that can split power front-to-back and side-to-side depending on need.  The system can also counteract understeer by sending more power to the rear wheels during cornering.

It may be a bit off-putting at first, especially if your automotive tastes run toward the traditional, but the Juke will grow on you.  Nissan’s new mini do-all is one of the most entertaining in this growing segment, and it’s easy to live with around town.  With pricing starting at $19,570 for front-wheel drive and $21,070 for all-wheel drive, it should be easy to live with at bill-paying time, too.  My tester was a front-wheel drive SV model with the manual transmission and sport package, and stickered for just $22,490.

All specs are for the 2011 Nissan Juke.
Length:  162.4 in.
Width:  69.5 in.
Height:     61.8 in.
Wheelbase:  99.6 in.
Curb weight:   2994 lb.
Cargo space:   10.5 cu.ft. (seats up); 35.9 cu.ft. (seats folded)
Base price:  $19,070
Price as tested:  $22,490
Engine:   1.6 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 188 @ 5600
Torque:  177 @ 2000-5200
Fuel capacity:  13.2 gal.
Est. mileage:   24/31

As the Frontier has become a mini-Titan, so the Pathfinder is now a mini-Armada.  The familial resemblance isn’t accidental; underpinning the Pathfinder is a version of Nissan’s strong truck platform, making this mid-size SUV a direct descendant of the tough Titan pickup and Armada full-size sport-ute.  The tougher platform marks a return to the Pathfinder’s roots; long before the SUV craze hit, the Pathfinder was crawling down gnarly trails and making a name for itself.  Subsequent years softened the truck up, but the ’05 model is keen to remind you that its name is more than just hype.

Pathfinder fans won’t recognize the new truck at first.  The return to body-on-frame construction results in a longer wheelbase, resulting in a smoother ride.  The old anonymous (and dated) Pathfinder styling is gone, replaced by a boxy truck that looks like it’s ready to tackle any off-road task.  Short overhangs front and rear improve off-road performance.  The distinctively brick-shaped front end is aggressive and looks like nothing else on the road–except of course for the Armada and Titan, who share versions of the Pathfinder’s angular chrome grille.  There’s a tweak at the C-pillar, similar to that found in the Armada, and the Pathfinder retains its signature hidden rear door handles.  The rear window is rounded at the edges, almost oval-shaped, for an interesting touch.

It’s larger on the inside, too.  The Pathfinder gets a third-row seat with room for real human beings.  Like most seven-passenger mid-sizers, it’s best saved for children, but the extra capacity will prove helpful for suburban shuttling.  Although rear passengers are shorted on legroom a bit, the Pathfinder is big inside.  The interior is handsome, with a dashboard that’s more functional than fashionable.  Adjustable pedals are available.  Rugged cloth covers the comfortable seats, and leather is available, as is wood trim to dress up the utilitarian look.  The Pathfinder sports a double-decker glovebox; an MP3-capable sound system and rear-seat air conditioning are also available.  The third-row seats fold with a single lever, and the cargo area is free of carpet to facilitate carrying dirty or wet items.  Tough cargo tie-down handles and a storage cubby under the second-row seat are handy for camping trips or road trips.  We liked the easy-to-use split tailgate as well.

Sound and fury are also improved, and the power and noise from the 4.0 liter V6 are grin-inducing.  The V6 is shared with the Frontier, and the Pathfinder has a 6000-lb towing capacity.  Remember when most pickup trucks couldn’t tow that much?  The secret is the Pathfinder’s 270 horsepower and 291 foot-pounds of torque.  The Pathfinder’s engine is related to the 3.5 V6 found in the sporty 350Z, but it’s been retuned and beefed-up for use in the trucks.  Electronic throttle control and continuously variable valve timing ensure smooth power delivery, and improve fuel economy as well.  On the road, there’s plenty of power at the slightest prod of the pedal, and the Pathfinder doesn’t suffer from the twitchy throttle that plagued the last Frontier we drove.  The standard five-speed automatic transmission is a smooth shifter.  On four-wheel drive models, an electronic transfer case with a low range is standard.

The Pathfinder handles the road well, whether it’s paved or gravel.  The suspension is fully independent, with sophisticated double-wishbone construction rather than the crude solid axle found in many trucks.  Hill descent control, four-wheel limited slip differentials and Rancho off-road shocks add off-road ability (the latter are available on the SE Off-Road model); on pavement, Nissan’s Vehicle Dynamic Control stability control takes over.  The ride is “trucky” and firm, thanks to the body-on-frame construction, but it’s only noticeable as a bit of up-and-down looseness in the tail when the Pathfinder is heavily loaded.  Off-pavement and on dirt or gravel, the Pathfinder is confident and tracks like a sports car compared to more softly-sprung sport-utes like Chevy TrailBlazer or Jeep Grand Cherokee.  The brakes are good as well.  Side and side-curtain airbags are available.

Accessories for the Pathfinder underscore its rugged mission in life.  Nissan adds running boards, roof racks, fog lamps, tow hooks and a carpet-free cargo area to all but the most basic Pathfinders.  Our SE Off-Road model was only a two-wheel drive, but featured a plethora of skid plates, rear air conditioning and Rancho off-road shocks.    Pathfinder pricing starts at $24,900 for the base model and goes up to $35,000 for a top-of-the-line 4×4 LE.  Our test truck was a mid-range Pathfinder SE with the Off-Road package, and stickered for $32,410.  That put it below the price of a similarly equipped Ford Explorer or Jeep Grand Cherokee, which made it an attractive prospect.

Specifications:
All specs are for the 2005 Nissan Pathfinder SE Off-Road, which we tested.
Length:         187.6 in.
Width:            72.8 in.
Height:            72.9
Wheelbase:        112.2 in.
Curb weight:        4488 lb.
Cargo space:        16.5 cu.ft. (seats up); 79.2 cu.ft. (all seats folded)
Base price:        $28,450
Price as tested:        $32,410
Engine:         4.0 liter DOHC V6
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         270 @ 5600
Torque:         291 @ 4000
Fuel capacity:        21.1 gal.
Est. mileage:        16/23

2006 model pictured

We’re not afraid to confess that we like this van, though.  Nissan’s outside-the-box design and bold interior turned the conventional notion of minivans on its ear when the current Quest hit the streets almost two years ago.  This is a fashion over function minivan, a mixture of workhorse and show horse, and this unlikely combination is both the best thing and the worst thing about it.  The exterior and interior design throw away all of the conventions of minivan styling in favor of a bulbous silhouette and an airy, light-filled interior environment that hasn’t been matched yet.  Unlike most vans, which tend to be conservative, the Quest is an in-your-face, love-it or hate-it design.  For every upside, there’s a downside, but that’s part of its charm.

Most minivans look a bit embarrassed to be what they are.  Not this one.  The Quest wears its sheetmetal proudly, and it looks even larger than it is thanks to a long wheelbase and tremendous, flowing greenhouse.  The beltline rises and falls in a graceful arc, and while no one’s ever going to call the Quest svelte, it at least looks like Nissan’s designers did more than stick wheels on a box.  The geometric front end and floating-element grille are similar to those found on Nissan’s family sedans.  Power-sliding side doors and tailgate are available.  The downside to the long wheelbase is a slightly larger turning circle than most.  The Quest will clip curbs if you’re not careful.

We must also admit to being pleasantly spoiled by minivans with powered side doors and tailgates.  It’s an option that quickly makes you delightfully lazy, but still, there’s something about being able to close the doors without dropping your groceries, or to open them with the push of a button when you’re twenty feet away, running toward the van in the rain.  The Quest’s front doors aren’t power-operated, but they are some of the largest, widest-opening doors we’ve seen on a minivan.

Those doors open to reveal a spacious cabin that looks like a concept car.  The dash is flat on both sides, even in front of the driver.  Information displays, instrumentation and the navigation screen are all mounted front and center, to give the driver a clear view of the road ahead.  The broad, flat expanse of dash adds to the impression of space inside the Quest.  Radio and air conditioning controls are housed in a gray pillar that rises out of the floor just ahead of the front seats.  This striking design element places all of the controls on the pillar’s flat top, and the CD changer’s located in the front.  It looks slick, but it’s hard for the driver to use without looking away from the road.  And don’t forget to look up–the Quest can be had with glass roof panels and a full-length overhead console that turn this van into a science fiction shuttle-craft replica.  Rear-seat passengers can be treated to a DVD entertainment system with two screens, one for each row of seats.  Sirius satellite radio is also available.  Side-curtain airbags for all three rows are standard.  The rear seats are wide and comfortable, too, with an attractive thin-backed design.  Fold the seats down and the Quest is wide enough to carry a 4×8 sheet of plywood.

Style sometimes inhibits functionality here, too.  Those skylights are nice, until you park the Quest on a 90-degree summer day and forget to close the shades, turning the bright and airy minivan into a greenhouse.  The narrow seats feature a collapsing function that allows them to drop flat without being removed, but figuring out how to do it takes some work.  The third row seat folds into the floor as well, but requires some serious reaching that will make it difficult for drivers who aren’t six-foot males.

Get it out on the road, and the Quest’s 3.5 liter DOHC V6 shows why this Nissan engine family has won a number of awards.  The 240 horsepower isn’t the whole story; continuously variable valve timing means that the 3.5 is smooth and responsive as well.  The Quest feels powerful on the road.  There’s no belying its mass of course, and it doesn’t exactly feel like a sports sedan, but passing power is generous.  A choice of four- or five-speed automatic transmissions is available.  We drove the five-speed, standard in the uplevel Quest SE, and didn’t notice it at all–just as a minivan transmission should be.

A fully independent suspension is used, with a roll-stabilizing multi-link rear.  Handling is par for the course, with a bit stiffer suspension so there’s not as much body waddle as the average minvan.  If you’re familiar with the rest of Nissan’s sporty family’s handling, the Quest lives up to that standard as best it can given it size and weight.  On the freeway it’s a dream, thanks to the long wheelbase.  Traction control and anti-lock brakes are standard on all Quests.  Nissan’s comprehensive Vehicle Dynamic Control stability control system is an option, and it does a good job of taking the waddle out of the van as well.

Very few people buy a minivan with the intention of looking good–in fact, it’s a safe bet to say that nobody does.  But if you find yourself needing the unequaled versatility of a van and don’t want to give up a sense of style, Nissan’s got your back.  The Quest looks great inside and out, and it’s not a bad driver, either.  Some features, like the flat-topped console and collapsing seats, are more gimmicky than convenient–but then who’s never made a few sacrifices for style?  Quest prices start at $27,150; the well-equipped 3.5SE starts at $32,250 and our well-equipped tester came with satellite radio, a rear-seat entertainment system and a navigation system for $38,010.

Specifications:
All specs are for the 2005 Nissan Quest, which we tested.
Length:     204.1 in.
Width:        77.6 in.
Height:        71.9 in.
Wheelbase:    124.0 in.
Curb weight:        4209 lb.
Cargo space:        143.8 in.
Base price:        $27,150
Price as tested:        $38,010
Engine:     3.5 liter DOHC 24-valve V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     240
Torque:     242
Fuel capacity:    20.0 gal.
Est. mileage:    18/25

Of course, it doesn’t hurt if that emotional connection comes wrapped in a package that can go fast, corner hard and looks like a million bucks.  Nissan’s new Z® Roadster stands out as an example of a car that combines both of these assets into a single package.   The 370Z has been with us for a couple of years, and given that car’s sexy lines and general lust for performance it’s no surprise that it’s gone topless.  Combining the 370Z’s retro-futuristic looks and fun-to-drive road manners with a bit of extra sun is practically a no-brainer.

More than anything else, the Z® Roadster is a car that knows how to make you like it; it wants to be friends.  The styling borrows in equal measure from classic Nissan Z-cars and the most recent 350Z, resulting in a slick envelope body with muscular curves.   The boomerang-shaped headlamp units seem to point the way down the long hood and arched front fenders to a compact passenger cabin.  With the soft-top in place, the Z® Roadster is distinguished from the coupe by its notchback tail and trunk.  The wide rear fenders give this car a big posterior, but the look is powerful, not zaftig.

Drop the top, and the roof disappears beneath a hard tonneau cover that gives the Z® Roadster a twin-cockpit look.  The power roof is slow, and clunks into place with a roughness that’s somewhat disproportionate to this car’s cost, but once inside the cabin with the sun shining in, that seems like a distant concern.    The mesh-backed seats are comfortable and resist heating up in direct sunlight, while the businesslike dash with its three gauge pods and matte metal trim is a constant reminder of the Z® Roadster’s mission in life.  This is a two-seater, with decent interior room and even a few cubbies for essentials.  A pushbutton start is standard; XM satellite radio and a navigation system are optional.

Of course, it wants to go and play as well, and it’s more than ready to do that.  The 3.7 liter V6 under the hood is a powerful and refined engine that’s well-suited to hard driving.  With 332 horsepower on tap, the 370Z is a bona fide sports car, ripping off effortlessly giggle-inducing zero-to-sixty runs and capable of providing significant thrust throughout the rev range.  It sounds good while doing it, too.  The six-speed  manual transmission includes Nissan’s SynchroRev Match, which automatically matches engine revs to wheel speed when you downshift–in effect, the car hits a perfect heel-toe downshift for you, every time.  It’s a neat trick, and the burp through the dual exhaust sounds cool, too.  A seven-speed automatic is also available.  Of course, the power gets to the ground through the rear wheels, and Nissan’s Vehicle Dynamic Control is standard, so it’ll behave in bad weather.

Not that this car needs much encouragement to behave.  The 370Z is an excellently-balanced car, just like the coupe.  The suspension consists of double wishbones up front and a multilink rear, but the engineering terms don’t tell half of the story.  The Z® Roadster must be experienced.  Take it down your favorite twisty road and it’s stable, with no hint of cowl shake even on rough roads.   Lightening and stiffening measures, including an aluminum hood and structural reinforcements to the A-pillar and side sills, are to thank for the convertible’s taut response.  The tight suspension and stiff body make the Z® Roadster a communicative and fun-to-drive car.  This is the sort of car that seems to read your mind when driving at speed, heightening that “just-right” emotional connection to the right driver.

The best sports cars are more than the sum of a lot of performance parts.  Nissan has hit on an outstanding combination of ability and performance with the latest 370Z, and the soft-top version doesn’t disappoint either.  Z®  Roadster pricing starts at $37,320.  Well-equipped, a model like my Touring test vehicle stickers for a still-very-reasonable $44,365.

All specs are for the 2010 Nissan Z Roadster Touring
Length:  167.2 in.
Width:  72.8 in.
Height:      52.2 in.
Wheelbase:  100.4 in.
Curb weight:   3426 lb.
Cargo space:   4.2 cu.ft.
Base price:  $40,520
Price as tested:  $44,365
Engine:   3.7 liter V6
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower:  332 @ 7000
Torque:  270 @ 5200
Fuel capacity:  19.0 gal.
Est. mileage:   18/25

“Armada?” my wife asked.  “Does that mean you get a whole fleet of SUVs for the price of one?”  This was only the first of an endless stream of quips that punctuated my test drive in the 2004 Nissan Armada, most involving sailing ships and vanquishment by smaller English products.

Looking past the name however, this is a pretty significant vehicle, and that’s not a pun on its 206.9-inch size and two-ton curb weight.  The Armada is a lot bigger than any sport-utility you’ve ever seen from Nissan.  Think of this new truck as a big brother to the Pathfinder and Xterra, which will sell alongside it.  Built on the same all-new full-size platform as the Titan pickup and sharing that truck’s 5.6 liter V8, the Armada is ready to challenge Chevrolet’s Tahoe and Ford’s Expedition for soccer-mom bragging rights.

The Armada looks a great deal tougher than any of those other trucks at the curb.  Even the burly Toyota Sequoia looks a bit wimpy next to the big Nissan’s huge chrome grille and domed hood.  Bulky fender flares give the truck the look of a bodybuilder, and the Armada’s 123″ wheelbase is the largest in its class.  Running boards are standard.  Massive 18″ wheels are standard (off-roaders can get 17″ wheels, which are less susceptible to rock damage).  Seen in profile, Nissan’s big beast is unmistakable, thanks to a “stepped” roofline which improves rear headroom and allows theater style elevated seating throughout.  This adds headroom for rear-seat passengers, as well as giving the Armada a visual link to the rest of Nissan’s arch-backed lineup.  The tail is boxed off, like the cargo hold that it is.

The Armada is just as prepared as the Titan to impress when it comes to working, as well.  A 305-horsepower V8 is standard equipment, and its 385 foot-pounds of torque allow it to tow up to 9600 pounds without trouble.  It makes its torque down low, like all the best truck engines do.  That powerful engine has a great engine note, too, sounding as strong as it feels on the road.  The Armada is quite a bit ruder than the Sequoia or Expedition–the Hummer H2 is no longer the only bully in the full-size SUV class.  And the H2 can’t match the Armada’s drive-by-wire electronic throttle and smooth-shifting five-speed automatic transmission.  Four-wheel drive Armadas use a full-time, automatic torque-splitting system to provide power where it’s needed.  It’s got a creeper gear for off-roading, and the anti-lock brakes are also programmed for off-road use.  An off-road package with skid plates and Rancho shocks is available.

It may look and sound like it’s not housebroken, but that doesn’t mean you need to hide the kids when there’s a Armada around.  The Armada features Nissan’s avant-garde styling inside, and we found some details–especially the location of the window switches–to be a bit off-putting at first.  That’s a matter of taste, of course.  All of the creature comforts are here, from puddle lights that illuminate the ground near the doors at night to adjustable pedals and an available power-operated tailgate.  The Armada can be had with a navigation system and luxurious leather interior, too.  The passenger compartment is one of the roomiest in its class, and seating from front to rear is comfortable.  Cupholder counters will find enough for each passenger to have two drinks.  A backup assist is standard.  Cargo capacity is impressive, too; fold down the front passenger seat and a ten-foot ladder will fit inside the Armada with the tailgate closed.  Roof and floor-mounted cargo hooks are handy for securing loads.  For safety, Nissan includes side-curtain rollover airbags for all three rows of seats.

On the road, the Titan feels as big as it is.  It’s a bit more ponderous than the similarly-sized Expedition around town, but arguably more responsive.  Bumps and rough pavement are handled with aplomb thanks to a fully independent double wishbone suspension.  In addition to improving the ride, the independent rear suspension also improves cargo room because of its compact size.  The Armada’s towing package adds a rear air suspension which, according to Nissan, acts as a “levelizer.”  That’s not a word, but we assume it stiffens the rear suspension to compensate for heavy loads.  Nissan’s Vehicle Dynamic Control (VDC) is also along for the ride, keeping the Armada’s attitude neutral when the truck is loaded or the road is slick.

Get to know the Armada, and you’ll discover that underneath the flashy new exterior, this truck is just as familiar as its name.  Nissan’s cool, hyper-modern styling covers a relatively conventional truck.  Families and campers who need big-truck towing and minivan seating will find the Armada to be a viable alternative to the established names.  Considering that this is Nissan’s first foray into the market, that’s a good thing.  The Armada will have no trouble competing with Ford’s Expedition or Chevy’s Tahoe…even if it is only one truck..

Specifications:
All specs are for the 2004 Nissan Armada, which we tested.
Length:         206.9 in.
Width:            78.8 in.
Height:            78.7 in.
Wheelbase:        123.2 in.
Curb weight:        5327 lb.
Cargo space:        30.0 cu.ft. (all seats up); 97.1 cu.ft. (all seats folded)
Towing capacity:    9600 lb.
Price as tested:        $37,100
Engine:         5.6 liter DOHC V8
Drivetrain:         five-speed automatic transmission, four-wheel drive
Horsepower:         305 @ 4900
Torque:         385 @ 3600
Fuel capacity:        28 gal.

You would be within your rights to expect this car to be a slow, cramped penalty box.  You’d also be wrong.  The Nissan Versa is good news for entry-level buyers; it may be small and it may be inexpensive, but it’s a also real car.

The styling hasn’t changed significantly since the Versa was introduced in 2007.  Sedan and five-door hatchback versions are offered.  The one-box styling sports the large headlamps and short nose that are a hallmark of the class.  A new grille for 2010 adds family resemblance to the rest of Nissan’s sedan lineup.  The sedan’s lines are forgettably ordinary, but the hatchback has a unique C-pillar silhouette and a slightly bustled tail.  The SL hatchback gets a standard Sport appearance package with a roof spoiler, subtle ground effects and a matching front fascia with fog lights.  Sixteen-inch alloy wheels are available.

On the interior, the Versa has benefitted from improved materials.  While the Altima, Maxima and Sentra have gained a bit more family resemblance to one another, the Versa’s cabin, oddly enough, seems to take cues from Nissan’s truck lineup thanks to a smooth, vertical gray plastic console.  Woodgrain trim is available, and the instrument panel and interior trim have been updated and upgraded.  The roomy interior is one of the Versa’s best qualities, and Nissan has successfully packed space for five into a very compact package.  Rear legroom is the best in class, and you won’t feel bad for stuffing your friends back there.  Amenities like an iPod jack and Bluetooth connectivity should appeal to techno-savvy buyers.  Nissan’s iKey smart key is also available, enabling pushbutton starts and hands-free door unlocking.  New for 2010 is an optional in-dash navigation system.  Frugal doesn’t necessarily mean barren when it comes to the Versa.

A choice of fuel-efficient four-cylinder engines is offered.  As the name suggests, the base Versa 1.6 sedan is powered by a 1.6 liter, 107-horsepower DOHC four.  This very basic engine offers 26/34 fuel economy and a rock-bottom starting price. The standard Versa’s  1.8 liter four is a sixteen-valve DOHC unit producing 122 horsepower.  On the road, this is a surprising amount of power, and the Versa has no trouble keeping up with traffic.  Don’t forget, this car only weighs 2700 pound fully equipped, so a little bit of power goes a long way.  The 1.6 liter engine is paired with a five-speed manual transmission or a four-speed automatic, while the 1.8 offers the option of a six-speed manual, four-speed automatic or continuously variable transmission (CVT).  The CVT’s efficient operation enables the larger 1.8 engine to actually do better than the smaller 1.6 in fuel economy, with a 28/34 EPA rating.

Thanks to the large interior, the Versa seems to be less intimidated by larger cars than other subcompacts as well.  Where the Aveo and Yaris tend to exhibit somewhat nervous behavior on the freeway, the Versa’s front-strut, rear torsion-beam suspension is planted and confident.  Apart from some tire noise, the ride is reasonably quiet as well.

The Versa is a convincing argument for ditching a larger, less fuel-efficient car, and it was in fact the #10 choice of buyers trading in cars under the Cash for Clunkers program.  With excellent road manners and more interior space than you’d expect, the Versa can do the work of a larger car with less consumption, and like the Honda Fit, it keeps a cheerful face while it’s doing it.

Pricing is attractive as well, with the 1.6 liter Base sedan starting at $9,990.  A less basic version with an automatic transmission goes for $11,990, and hatchback Versas start at $13,150.

Specifications:  All specs are for the 2010 Nissan Versa Hatchback
Length:  169.1 in.
Width:  66.7 in.
Height:      60.4 in.
Wheelbase:  102.4 in.
Curb weight:   2758 lb.
Cargo space:   17.8 cu.ft. (seats up); 50.4 cu.ft. (seats folded)
Base price:  $13,150
Engine:   1.8 liter DOHC 16-valve inline four-cylinder
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower: 122 @ 5200
Torque:  127 @ 4800
Fuel capacity:  13.2 gal.
Est. mileage:   28/34

The new 350Z is an all-out, front-engine, rear-drive sports coupe, intended to take on Corvettes and BMWs, both on and off the track.  In fact, Nissan offers a “track” version of the 350Z, with all of the performance goodies in one package.   In short, the new Z picks up where the old one left off, adding a healthy dose of return-to-roots flair to entice buyers who fell in love with the original Datsun 240Z back in 1970.  It’s also obvious from the shape and performance that the new Z is more closely related to the 300ZX of the late 1990s than it is to Datsun’s long-nosed coupe.

The 350Z combines the taut, pulled-back family look of modern Nissans with the proportions of past Z cars.  It’s low and wide, of course, with projector-style headlamps and unusual vertical door handles.  The upper body leans in sharply toward the greenhouse along both sides to heighten the impression of speed.  Massive 18″ wheels are optional equipment, and they’re pushed out to the corners of the car to lengthen the wheelbase and give the new Z a tenacious grip on the road.  Neat triangular taillamps and twin exhaust pipes complete the look.  Sharp eyes will note the rear strut tower brace, a suspension component that runs through the luggage compartment.  Nissan has decorated it to match, “Z” logo and all.

Inside there are more nods to the 350Z’s forebears.  The instrument panel is a simple, no-nonsense unit with three large gauge pods.  There are also three ancillary pods in the center of the dash, hooded like those of the original Z.  The 350Z is light on non-functional, non-essential equipment (not counting the navigation system’s video display, of course).  No 2+2 model, the 350Z is a two-seater only.  The rib-hugging seats are comfortable enough for all-day trips, and for weekend getaways there’s space behind the seats for a moderate amount of luggage or even golf bags.  There’s next to no storage space in the cockpit, however.  Even the 12v outlet for a cell phone is located somewhat awkwardly behind the seats.  Got a CD case?  An extra bottle of water?  A tool kit?  Forget it.  Items larger than change or a wallet have to be placed in the cargo area, where there’s nothing to stop them from sliding all the way to the back when you stomp on the gas.

Nissan has traditionally powered its Z cars with six-cylinder engines, and the 350Z is no exception.  A 3.5 liter DOHC V6 knocks out 287 horsepower, and that’s without the help of a turbocharger or supercharger.  The all-aluminum, 24-valve engine uses a continuously variable valve timing system similar to those seen on some smaller-bore sports cars.  By changing the engine timing, the 350Z can make the most of the available power under acceleration from a stop, at constant cruising speeds, and in stop-and-go traffic.  On the road, it’s a bit twitchy, but our 350Z Touring model was equipped with a five-speed automatic transmission.  The six-speed manual would be the better choice; we grew to quickly hate the autobox, whose slow (but smooth) shifts seem to dull the 350Z’s catlike reflexes.

A fully independent multi-link suspension ensures glued-to-the-pavement handling.  It’s taut and responsive, just like a track car should be.  The downside is that even our “Touring” model, with a more on-road oriented setup, was downright vicious on rutted and potholed roads.  The 350Z tracks nicely, without as much of a tendency to follow the crown of the road as some big-tired sportsters, but a long highway trip will still be a bit of an endurance contest for sensitive backsides.  For what it’s worth, we found the 350Z to be lacking in the soul department as well.  It’s more of a track tool than a back-road buddy.

The 350Z may have the DNA of classic sports cars, but it’s got modern appointments as well.  Front, side and curtain airbags are available, as well as traction control and Nissan’s Vehicle Dynamic Control (VDC) traction control system.

The 350Z’s pricing is refreshing, at least.  Available in base, Enthusiast, Performance, Touring and Track models, the base price of $26,269 isn’t too far from what a new 300ZX cost six or seven years ago.  Our test car was a Touring model, and added a limited-slip differential, CD changer, leather seats, traction control and xenon headlamps to the base equipment list and about $5000 to the bottom line.  With the addition of a navigation system it stickered for $34,454.

Specifications:
All specs are for the 2003 Nissan 350Z, which we tested.

Length:    169.7 in.
Width:        71.5 in.
Height:        51.8 in.
Wheelbase:    104.3 in.
Curb weight:     3210 lb.
Base price:     $31,589
Price as tested:    $34,454
Engine:    3.5 liter DOHC V6
Drivetrain:    five-speed automatic, rear-wheel drive
Horsepower:    287 @ 6200
Torque:    284 @ 4800
Fuel economy: 19/26

Rather than trying to compete with the comprehensive, two-hundred model lineups offered by Ford and Chevrolet, Nissan has targeted a relatively narrow section of the market, so the Titan is intended to appeal to buyers looking for a recreational truck, rather than a work truck.  Especially in Texas, Nissan is looking for buyers for whom a pickup truck is a lifestyle choice, rather than a work necessity.  To woo the personal-use buyers, the Titan is considerably more stylish than any of the competition, and all models are well-equipped.  Built in Canton, Mississippi, the only thing overtly Japanese about this burly truck is its badge.  The 5.6 liter V8 is the largest in Nissan’s lineup, and is designed specifically for use in this truck.  This is a “town truck” with some serious capability.

The Titan looks huge, but it’s about the same size as the new Ford F-150.  It’s not quite as tall as the towering Dodge Ram, either.  Up front, the Titan greets the world with a chrome, three-element grille.  The hood is incredibly stubby, and domed to clear the engine.  The arched hood increases the Titan’s apparent height.  There’s lots of chrome, from the cannon-like auxiliary lights under glass to the wide bumper.  It’s offered in extended and crew cab models.  In the extended cab, the rear access doors can be opened flush to the body, a design feature that’s sure to please anyone who’s ever found themselves trapped between the front and rear doors in a parking lot!  The real design story is at the rear of the truck, however.  Not content to just target the personal-use market, Nissan has also re-thought the pickup bed.  The big trapezoidal taillights and Frontier-like tailgate with plastic “armor” around the handle hide a pickup bed with a standard spray-in bedliner, power point for plugging in electrical accessories, tailgate-level work light and an available driver’s side storage cubby for trailer hitches and other small equipment.  Nissan also offers a bed-channel cargo system, which puts tie-downs on adjustable tracks, instead of the traditional permanent fixtures.  With this, cargo can be tied down more securely and attached to the floor, sides, or front of the bed as necessary.

The Titan is generously large inside, with lots of headroom and legroom.  The dash forms what Nissan engineers call a “wall” to provide a feeling of security (as if the monstrous truck itself wasn’t enough).  There is a choice of bench or bucket front seats, and column or console shifters.  In both versions, the center console is generous.  With a bench seat, the console folds up to become a third seat; when the column-shift, five-passenger option is checked, the center console becomes big enough to hold hanging file folders and serve as a mobile filing cabinet.  The Titan is available with a whole host of luxury-car like features, including a navigation system and DVD entertainment system, reverse sensing parking aid, and a tire pressure monitoring system.

Nissan didn’t forget that even trucks that never see a job site are often expected to work hard.  All Titans are half-ton trucks, but like Ford and GM, Nissan is pushing the boundaries of what a half-ton truck can do.  The 5.6 V8 is the only engine offered, but it’s larger than the standard V8s of the competition.  Power is rated at 305 horses and 379 ft-lb of torque, and all Titans feature five-speed automatic transmissions.  The extra gear makes the big motor manageable around town, putting down the power smoothly without the surging and growling common to the Dodge Ram and other big-displacement V8s.  Payload is a healthy 1600 pounds; towing capacity is up at 9500 pounds.  Nissan hopes to challenge the preconception (created mostly by the lightweight Toyota Tundra) that Japanese-built pickup trucks can’t work as hard as American ones.  An available towing package adds a 3.35 rear axle, hitch equipment, extra gauges, towing mirrors and Nissan’s handy Vehicle Dynamic Control (VDC) stability control system.

Buyers get a choice of two- or four-wheel drive, of course.  The Titan has a low-range transmission.  The 4×4′s off-road ability is enhanced by a sophisticated limited-slip system on front and rear axles which uses the anti-lock brakes instead a differential lock to enhance traction.  An electronically locking rear differential will be available next year.  The Titan’s short front and rear overhangs and over ten inches of ground clearance also improve its dirty-road prowess.  An optional off-road package includes four-millimeter skid plates and Rancho gas-filled shocks.

Suspension revolutions are uncommon when it comes to hard-working trucks, and the Titan’s familiar independent front, solid-axle rear is no exception.  The front suspension consists of double wishbone arms, which offer more communicative handling.  Around town, the Titan feels tough, but less harsh than Dodge and Chevrolet.  You’ll never mistake it for a car, though, thanks to its size and the husky growl from that huge V8.  On the road, the Titan’s easy to drive thanks to the short nose and a low beltline that offers great visibility.  Our test truck was a King Cab model, and exhibited none of the body flex that’s occasionally found in extra-cab pickups.

The Titan goes on sale this December.  Pricing hasn’t been set yet [at the time of original publication in 2003], but Nissan promises a window sticker competitive with Ford and Chevrolet.

Specifications:

All specs are for the 2004 Nissan Titan SE extended cab, which we tested.
Length:         224.2 in.
Width:            78.8 in.
Height:            75.1 in.
Wheelbase:        139.8 in.
Curb weight:        5019 lb.
Payload:        1643 lb.
Towing capacity:    9400 lb.
Engine:         5.6 liter DOHC V8
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         305 @ 4900
Torque:         379 @ 3600
Fuel capacity:        28.0 gal..
Est. mileage:        14/19

That doesn’t stop the Sentra SE-R from being one of the better entries in this already-wonderful class, though.  This micro-sports sedan combines ample power and fantastic handling into an everyday package, and that’s not an easy thing to do.  The SE-R package adds a bit of spice to the basic Sentra with stiffer shocks, a bigger engine and bigger wheels.  For even more fun, opt for the Spec V model with even more power and a track-bred suspension, order it in Sunburst Yellow, and go looking for a twisty road.

The sporty SE-Rs get a unique face, to distinguish them from cooking Sentras.  It’s influenced by Nissan’s legendary overseas Skyline coupe model, with healthy side cladding and spoilers.  Most noticeable is the gaping grille opening, with the friendly pedestrian chrome grill removed and replaced with a deep, air-sucking maw that drops into the bumper.  Large fog lights and headlights with blacked-out trim give the Sentra SE-R Spec V a more race-ready look.  17” wheels are unique to the Spec V.  Already a handsome car, the Sentra benefits hugely from the sporty styling package.  A spoiler graces the trunklid.  It’s more aggressive looking than Ford’s similarly-themed Focus SVT, but not quite as wild as the Subaru WRX.

The Sentra SE-R builds on an already decent interior with seats designed like those in the Skyline.  These racer-oriented seats are comfortable enough to spend all day in.  Subtle trim tweaks and nicer interior cloth for the SE-R eliminate the bargain-basement feeling that plagues the otherwise nice Sentra.  The Spec V also has unique red-faced gauges and an overhead console that separate it from its econobox cousins.  Our car was also equipped with the 300-watt Rockford-Fosgate sound system.  It’s only got a single CD unless you pony up for the optional 6-disc changer, but with nine speakers and a subwoofer it’s plenty loud.  There’s no point in being a boy-racer if you can’t sound like one.

Don’t waste your SE-R Spec V by cruising slowly up and down Main Street, though.  That would be a terrible waste.  The 2.5 liter four-cylinder is a source of amazing grunt.  The Spec V’s 175 horsepower (35 more than in standard Sentras) is about par for the course in mini-sport sedans, but 180 foot-pounds of torque gives the Sentra SE-R pulling power matched only by the turbo cars.  This car is happy to provide a squirt of power whenever you need it, in any gear.  It’s all a bit much for the drivetrain sometimes; we experienced quite a bit of torque steer under hard acceleration.  New for 2003 is a close-ratio six-speed manual transmission that cleans up some of the driveability problems of the 2002 model.  The six-speed is standard on the SE-R Spec V and includes a limited-slip differential to help get the power to the road.  Want an automatic?  Then don’t get a Spec V; there isn’t one offered.  Of course, with all the performance add-ons, the SE-R’s fuel economy goes right out the window.

But who cares?  Find a few good curves to throw the SE-R into and you’ll forget all about those pesky fuel prices.  On paper the suspension doesn’t sound like much; it’s basically the same independent front, beam rear setup as the basic Sentra.  For the SE-R Spec V, however, Nissan has added super-stiff front and rear springs and a front strut tower brace, and the car is transformed.  The SE-R is incredibly eager to scramble up and down twisty roads.  It handles just as well as the rail-riding Focus SVT, or even the more expensive Acura RSX, but with all that torque available you don’t have to row the gears as much as you do on the other cars.  Big four-wheel disc brakes with optional ABS haul the Spec V down when necessary.  It’s a heck of a lot of fun, but be realistic–the all-wheel-drive, rally-bred Subaru WRX and Mitsubishi Lancer EVO will still leave you behind.

That’s no reason to feel bad.  The Sentra SE-R Spec V offers plenty of giggles for the price, which starts at $17,199.  Our $19,006 test car also included the “Audio Fanatic” package for the Rockford Fosgate sound system, a sunroof and floormats.  What more could you ask for in a car that doesn’t break $20,000?

Specifications:
All specs are for the 2003 Nissan Sentra SE-R Spec V, which we tested.
Length:         177.5 in.
Width:            67.3 in.
Height:            55.5 in.
Wheelbase:        99.8 in.
Curb weight:        2707 lb.
Cargo space:        11.6 cu.ft
Base price:        $17,199
Price as tested:     $19,066
Engine:         2.5 liter DOHC inline four-cylinder
Drivetrain:         six-speed manual, front-wheel drive
Horsepower:         175 @ 6000
Torque:         180 @ 4000
Est. mileage:        24/29

Hold the iPhone for just a second, though. The Cube isn’t a successful imitation, by a long stretch.  In fact, in some ways it could be considered to be the other way around, because while 2010 will be the Cube’s first year on sale in the U.S., it’s actually been available in Japan since 2002, predating Scion by two years.  The Cube that’s hitting North American shores now is actually the third generation of the model.

The name is appropriate; the Cube has had its corners pushed out to the very limits.  This isn’t an example of lazy styling, however; quite the opposite.  The Cube’s box-like silhouette is broken up by rounded windows and the wheel arches, and not much more.  Nearly every exterior feature on the Cube is rounded in fact, from the headlights and grille elements to the low-mounted taillights.  It looks bigger than it is; the wide grille and almost nonexistent rear overhang make the Cube look sizeable but squat.  The rear windows are asymmetrical, with trim giving the illusion that the rear glass wraps around to the right side of the car while retaining a traditional D-pillar on the left.  The standard fifteen-inch wheels are dwarfed by the Cube’s high side profile.  In the spirit of Scion’s factory-custom cars, Nissan’s also offering a limited-edition “Krōm” model, with unique exterior styling and sixteen-inch wheels.

The interior is equally untraditional.  The Cube is designed to maximize interior space, and the seating is designed to take maximum advantage of that.  The Cube seems to be as big as a minivan on the inside, and its huge windows make it an ideal sightseeing vehicle, should one be moved to take it on vacation.    The stadium-style rear bench seat adjusts fore and aft and feels like a couch, and legroom for passengers in back is generous.  Fold the rear seats and the Cube’s rear living area becomes a 58 cubic-foot cargo hold that’s accessed by a rear door that’s side-hinged instead of the traditional top-hinged liftgate.  When space is limited, the door has a “restricted-access” detent of about eight inches, enabling Cube owners to load groceries even when an inconsiderate driver has parked too close.  The dashboard is rounded, vertical and designed like furniture, with handy shelves, multiple cup holders and detachable bag hooks.

And don’t forget to look up; the Cube’s headliner is rippled with concentric rings, like the surface of a pond.  There’s plenty of style and personalization to be had as well, with over forty fun accessories available, including a twenty-color interior lighting kit, bungee-cord type cargo tiedowns that attach to the doors and “shag carpeting” for the dash.
The Cube can be outfitted to rival any of its boxy competitors, as well.  Bluetooth connectivity, keyless ignition, a Rockford Fosgate sound system with subwoofers and XM satellite radio are all available.
Unfortunately, the Cube’s mechanicals don’t live up to the promise of the radical styling.   A 1.8 liter four-cylinder provides power.  The DOHC engine is shared with the Nissan Versa, and output is a humble 122 horses.   This engine is geared more for fuel economy than spirited performance, but the Cube has enough power to get out of its own way (and that of the semi truck on the freeway on-ramp) and returns decent fuel economy, and that’s a big plus.  A choice of six-speed manual or continuously variable automatic transmissions (CVT) is offered. The six-speed manual gives the Cube acceleration similar to the Scions and Kia Souls of the world–in short, this is not a car that’s going to stir the hearts of enthusiasts, but it’ll get you around town nicely enough.  At speed, its feeling of connection to the road is not unlike being in a blimp, right down to the drone from the engine.
Driving the Cube is like driving a small room, rather than a large car, and the A-pillars pushed way out to the corners heighten this impression.  It feels much larger than the vehicles it competes with, to the point that it’s a bit hard to maneuver in parking lots because you can’t tell where it ends, exactly.  Once you get used to it, the opposite is true.  The Cube is smaller than it feels, and gives the impression that there are parts of the car you can’t see when in fact, there aren’t.  A tight turning circle is handy for urban maneuvering.   There are no surprises in the suspension, which uses MacPherson struts up front and a torsion-beam rear.  Nissan’s “Ripple Control” shock absorbers don’t refer to the headliner; they help to reduce harshness over washboard surfaces.
A generous list of standard active safety equipment includes Vehicle Dynamic Control (VDC) and traction control, as well as anti-lock brakes.  In spite of these, the Cube is a competent driver, but not much more.   Front, side and side-curtain airbags are standard equipment.
Cube prices start at $13,990 for the base Cube with a six-speed transmission.  Prices for the Xtronic CVT equipped Cube start at $15,690. Nissan’s new box is more striking than any current Scion, and even though its polarizing design hides a somewhat ordinary heart, the style’s the thing.  The Cube is unabashedly different, and that’s exactly what Nissan was aiming for.

Specifications:  All specs are for the 2009 Nissan Cube
Length:  156.7 in.
Width:  66.7 in.
Height:      65.0 in.
Wheelbase:  99.6 in.
Curb weight:   2884 lb.
Cargo space:   11.4 cu.ft. (seats up); 58.1 cu.ft. (seats folded)
Base price:  $13,990
Engine:   1.8 liter DOHC inline four-cyinder
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower: 122 @ 5200
Torque:  127 @ 4800
Fuel capacity:  13.2 gal.
Est. mileage:   28/30