Automotive Reviews
Posts tagged Nissan
2003 Nissan 350Z
Oct 12th
It’s hard to say exactly what first draws the eye to the 2003 Nissan 350Z. It might be the grille-less nose, or those big wheels. Maybe it’s the silhouette, which seems to slope away on all sides from a single point in the middle of the roof. It’s certainly not the Nissan badge, because all during our test drive people were asking, “What kind of car is this?” in spite of the prominent nomenclature front and rear.
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
2004 Nissan Titan
Oct 1st
With a string of recent home-run vehicle introductions behind it, Nissan is about to attempt its toughest launch yet. The 2004 Titan hits dealers this December, taking Nissan into full-size pickup truck territory. How new is Nissan to the last Big-Three dominated market? As the Titan was being shown to journalists for the first time, Nissan dealers across the country were scrambling to equip their service departments with vehicle lifts strong enough to hoist the big pickup trucks for oil changes.
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
2003 Nissan Sentra SE-R Spec V
Sep 29th
Nissan’s entry into the growing muscle war among compact cars is a relative newcomer to the game. The Sentra SE-R doesn’t have the rally-bred cachet of the Subaru WRX or the Mitsubishi Lancer. Heck, even the Ford Focus has been rally racing. It hasn’t got the classic nameplate of the Mini Cooper, the giant-killer attitude of the upcoming Dodge Neon SRT-4 or even the next-big-thing versatility of Mazda’s Protege5. All the Sentra SE-R has is a nameplate that harkens to a wonderful little hot-rod coupe that flourished in the early 1990s, and even that’s been forgotten by all but the more dedicated gearheads.
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