Nissan's MX-5 Miata rival back in the plans?

Nissan's on-again, off-again MX-5 Miata rival is... on again, at least according to the blokes at Auto Express. What form a potential two-door sporty coupe from Nissan may take – if it happens at all – is still widely debatable; it could be as simple as a cut-down Sentra or as crazy as a sporty take on the all-electric Leaf.

Did that last little tidbit catch you off guard? Remember that Nissan showed off just such a machine in the form of the Esflow Concept at the 2011 Geneva Motor Show, though we wouldn't expect any potential production model to share much with that highly conceptual design.

In any case, Auto Express seems to think this sporty 2+2 may ride on a midsize platform sourced from Mercedes-Benz (the two automakers signed a partnership in 2010) that would be shared with whatever replaces the 370Z (along with its Infiniti G Coupe) and even the next-generation GT-R.

Another bit of wackiness? AE says Nissan is considering turning to the experts at Lotus for help in tuning the chassis for added sportiness. We suppose all of this is possible, but for now, we're taking it with the largest grain of salt we can get our hands on.

First Drive: 2012 Nissan NV

Nissan has been a player in the world’s commercial vehicle market for a long time. In fact, 2011 marks the company’s 75th year in the industry, and these workhorses represent 20 percent of Nissan’s total annual sales volume. Nissan’s commerical trucks and vans are used around the world, with over 700,000 units sold in 2010 alone. Yet, it’s highly unlikely that you’ve ever even seen a Nissan commercial vehicle.

Nissan doesn’t sell its commercial vehicles in the United States and Canada – instead, General Motors and Ford own the market. Things could change very quickly, however, because the 2012 NV commercial van is poised to hit the U.S. market. The Japanese automaker set out to build a commercial van to the exacting needs of this country’s small business owners. It asked them questions and incorporated the thousands of answers it received. GM, Ford and even Mercedes-Benz should pay close attention, because the NV could be just what this country’s blue-collar workforce ordered.

The 2012 Nissan NV is offered in three versions with a choice of two roof styles. The NV1500 is offered only with the Standard Roof, while the NV2500 HD and NV3500 HD can be ordered with either the Standard Roof or a High Roof. In Standard Roof guise, the NV looks like the automotive equivalent of a pit bull – it’s handsomely ugly. The High Roof model still looks like a pit bull, but this pooch prefers a high-top fade that would make Kid and Play jealous. Neither version will win any vehicular beauty pageants, yet either one might just win you over should you press it into service. That’s because the NV is basically a slab-sided cargo shed on wheels designed to maximize interior space. Its designers were only allowed to only throw in so many curves before Nissan’s engineers stepped in and took away their pencils.

Those designers were granted a few of their wishes for the production model, as seen in the flared front fenders, sinewy hood bulge and set of 17-inch styled-steel wheels. The nose is filled out with a super-sized Nissan grille and large headlamps, while sharp lines traverse across the flat plains of the NV’s side and converge at a crisp edge that sets up the rear end. Out back the design is more function trumping form, and the upright rear doors stand straight at attention. Particularly on the High Roof model, the van’s substantial posterior takes on a monolithic appearance, and when wearing black paint, the whole thing looks downright Kubrickian.

The exterior proportions start to make far more sense when you see the inside of the NV, which is an engineering odyssey for interior space. Once you open the sliding side door and 243-degree-opening rear doors, you’re treated to 234.1 cubic feet of cargo space in the Standard Roof NV, while the High Roof model adds an additional 89 cubic feet up high for a grand total of 323.1 cubic feet of storage. Both versions feature a low floor for easy loading and easy-to-reach grab handles for simple entry and exit. You’ll have to bend down when standing in the Standard Roof NV but, at six-foot, three-inches tall, your author had an inch or so to spare standing straight up in the High Roof.

You’ll want to take a seat, however, in the front cabin of the 2012 Nissan NV. Instead of stuffing the NV with the cheapest seats in its factory, Nissan fitted a pair of thrones covered in premium cloth. The material is waterproof and has wear-resistant patches built-in to help the seats survive the grueling indignities of commercial duty. Traditionally, full-size work vans are fitted with stereos plucked from Wal Mart’s bargain bin. In this Nissan, the base S trim NV gets a simple AM/FM/CD audio system with an auxiliary input as standard equipment. Opt for the SV trim level and you get an additional two speakers (four in total), power windows and locks, remote keyless entry, an eight-way power adjustable driver’s seat and rear parking sensors.

The ideal interior specification, however, come courtesy of the available Technology Package. A five-inch color touchscreen featuring the Nissan Navigation System and XM NavTraffic gets mounted into the center stack. When in Reverse, that five-inch screen shows you exactly what’s happening behind the big-butt NV thanks to a rear-mounted camera. Bluetooth, USB ports and XM Satellite radio round out the optional upgrades and the entire bundle costs just $950. Nissan is quick to remind that a similar setup in a 2011 Ford E-Series will run you $3,275.

Regardless of how the 2012 NV is equipped, the driver’s seat is comfortable and offers a high level of visibility from its perch. Large side mirrors enable clear views of both sides of the NV, and built-in convex spotter mirrors help reduce blind spots. If you want to increase visibility further, an all-around window package is offered. It’s not entirely necessary thanks to those side mirrors and optional rearview camera, plus the sheetmetal keeps prying eyes away from your tools and cargo.

Pushing those tools and cargo around requires an engine with some grunt and Nissan has two options available. The NV1500 and NV2500 HD are equipped with a 4.0-liter V6 that produces 261 horsepower at 5,600 rpm and 281 pound-feet of torque at 4,000 rpm. A stout 5.6-liter V8 is optional on the NV2500 HD and the only engine offered with the NV3500 HD. The eight-cylinder engine develops 317 horsepower at 5,200 rpm and 385 pound-feet of torque at 3,400 rpm. Both engines are paired with a five-speed automatic transmission that can be shifted manually from the column shift lever.

The six-cylinder engine is perfectly qualified for the task of lugging a loaded NV. Throttle response is a tad sluggish, but after a quick beat, the 4.0 leans back and powers forward. The 5.6, however, is a very different animal and responds instantly to a light touch of the gas pedal. It roars like a linebacker leaning into a vicious sack, and with the optional Tow Package equipped is capable of pulling 9,500 pounds, the same GVWR as Ford’s E-Series.

Around town, both Standard and High Roof Nissan NV vans are surprisingly easy to maneuver. Up front sits an independent double-wishbone suspension, while out back the NV sports a solid rear axle surrounded by rigid leaf springs and a stabilizer bar. Driving a full-size van often feels like hustling around a scaled-down city bus, yet the NV feels more like a full-size pickup truck. If it starts to rumble down the road a little too quickly, the NV is easily reeled in by its four-wheel disc brakes with electronic brake force distribution.

Nissan is positioning the 2012 NV as a step above the full-size offerings from Chevrolet and Ford, yet the company is also aware that the NV sits a notch below the Mercedes-Benz Sprinter. Both the E-Series and the Express are offered in 1500, 2500 and 3500 versions just like the NV, yet the Ford and Chevy have higher base MSRPs across the board. The NV1500 starts at $24,590 compared to $24,860 for the Blue Oval and $26,055 for the Bowtie. The price discrepancy is similar as you climb up their respective trim ladders. On the flip side, the Sprinter is available as a 2500, 2500 High Roof and 3500 High Roof, costing $35,995, $38,350 and $39,915, respectively.

Thus, the 2012 Nissan NV represents a real value for business owners. It’s offered with attractive standard features, affordable options and pricing starts just below the competition. Nissan isn’t stopping there, however, as NV buyers can choose between a free interior cargo system upfit or an Original Wraps custom graphics package with their purchase.

Nissan has also gone out and spent time with business owners to determine what they need from a commercial van. This wasn’t a marketing ploy where Nissan simply jotted down notes and collected emails to spam later. Nissan listened to what people were saying and then incorporated their needs into its heavy-duty work vehicle. The 2012 Nissan NV is easy-to-drive, offers a huge volume of usable cargo space and comes with a choice of free upgrades that should help ease the pain felt in a business-owner’s wallet when making a big investment like this. It’s also built in America in Nissan’s Canton, Mississippi plant, something that many business owners are particularly conscious keen on.

Since those owners will need to work with dealers, it’s also vital that Nissan lays the ground work for a strong network of support. A number of dealers are already eager to be a part of the new Nissan Commercial Vehicle network. By the end of 2012, Nissan expects to have 300 locations around the country ready to handle the unique demands of selling and servicing commercial vans. It already has 250 dealers signed up.

Nissan Commercial Vehicle dealerships will feature dedicated service bays, heavy duty vehicles lifts, in-stock parts, extended service hours and priority service scheduling. The company’s commitment to serving business owners is evident in both the design of the NV and amount of support at the dealership level, but it will take at least a few years to know if Nissan has well-and-truly nailed the commercial brief… or if they’ve made a costly misjudgment.

[Source: autoblog]

Nissan has been a player in the world’s commercial vehicle market for a long time. In fact, 2011 marks the company’s 75th year in the industry, and these workhorses represent 20 percent of Nissan’s total annual sales volume. Nissan’s commerical trucks and vans are used around the world, with over 700,000 units sold in 2010 alone. Yet, it’s highly unlikely that you’ve ever even seen a Nissan commercial vehicle.

Nissan doesn’t sell its commercial vehicles in the United States and Canada – instead, General Motors and Ford own the market. Things could change very quickly, however, because the 2012 NV commercial van is poised to hit the U.S. market. The Japanese automaker set out to build a commercial van to the exacting needs of this country’s small business owners. It asked them questions and incorporated the thousands of answers it received. GM, Ford and even Mercedes-Benz should pay close attention, because the NV could be just what this country’s blue-collar workforce ordered.

[Source: autoblog]

Paris 2010: Townpod EV concept continues Nissan's obsession with car as appliance

Nissan has revealed its Townpod EV concept, a sort of larger, more amorphous take on the Cube and Leaf. Singularly Japanese in feel, the Townpod is intended to bridge the world of private and commercial vehicles. According to the splendiforously indulgent press release (sample: "The innovative position of the headlights also allows a coupe-esque bonnet line, not dissimilar to Nissan Z, which feeds in to a visor-like wraparound, blue tinted glass house, reminiscent of Nissan Cube, while the galls to body proportions hark back to the rat-rods of the fifties."), the Townpod targets everyone from young entrepreneurs to first-time home builders and retirees looking to turn their hobby into a paycheck.

The barn-doored concept has a bizarrely characterful and friendly looking animated marshmallow-like face, with headlamps that feature blue 'petals' that change position depending on whether they are being used as marker units or headlights. The interior is a flexible space that's designed to accept third-party storage accessories and such, and it's complete with a display that according to Nissan is designed to coordinate with the owner's PDA (who uses a PDA anymore?).

Nissan says that the Townpod has been designed as an EV, though interestingly, it actually doesn't explain the motivational technology underneath the vehicle's sheetmetal. Its mystery powerplant is seemingly appropriate for such a blank-canvas concept, of course. After all, François Bancon, Nissan's general manager of its Exploratory and Advance Planning Department notes that the same blank-slate mindset is true of the car's intended audience: "What is more revealing is that Nissan Townpod users do not appreciate stereotypes or status symbols. For them, the ultimate status is to have no status."

Paris 2010: Facelifted 2012 Nissan GT-R

Well look what we found tucked away in a glass-enclosed corner of the Nissan stand. What you're looking at is the 2012 Nissan GT-R, complete with a fascia comprised of a restyled bumper, air-intakes and LED daytime running lamps. A new diffuser pulled from the SpecM is mounted out back, along with new lightweight wheels that may or may not be included in the final package. Our insider wouldn't give us any details on power increases, but they did say we should keep an eye out for an official announcement in the coming months.

Nissan Leaf will break the EV silence with a digital whistle

As we get closer to seeing significant numbers of electric vehicles come to market, various standards are starting to emerge that cover things like how these vehicles are to be charged and how to measure range and equivalent mileage. One feature that remains up in the air is the sound signature of electric vehicles. For years, EV advocates have touted the silent operation of battery-powered vehicles as a bonus.

However, advocates for the blind and safety regulators are pushing for electric vehicles to produce some audible alert that indicates their presence. According to Just-Auto, beginning next week, Nissan will be bringing in 500 people including media, government officials and customers who have signed up to buy the Leaf to drive the car at its Oppama, Japan test track.

Among other things, they will be evaluating the "approaching vehicle sound" that will be used for the Leaf and Fuga (Infiniti M37) hybrid. Nissan is testing a system that produces external sounds that sweep across a range of frequencies to insure that almost anyone can hear it. The sound will also vary depending on whether the car is accelerating or decelerating.

[Source: Just-Auto]

2011 Nissan Versa gets priced, includes minor updates

The Nissan Versa hasn't received any substantial updates since its 2007 debut. It's a shame, since there's some pretty stiff competition on the market these days, especially from the likes of the Suzuki SX4, Honda Fit and Ford Fiesta. Still, Nissan adds incremental updates annually, and the 2011 model year is no different. What's most important, though, is that pricing for the latest Versa has gone unchanged, meaning the bottom-end 1.6 Base sedan still rings in at $9,990, and the top-end 1.8 SL hatch commands $16,900, with a variety of models in both body styles in between.

Visually, nothing will change from the 2010 car (pictured), but some new standard equipment makes its way onto some trims. 1.8 S Versa sedans now benefit from an in-dash six-disc CD changer, and mid-grade 1.6 sedans now come with standard ABS (sorry, 1.6 Base, you still have to do without anti-lock brakes).

We find the Versa to be a rather pleasant little economy car, but with fresher, more attractive offerings on the marketplace, Nissan will be wise to accelerate the development of its next-generation car. Still, with an unchanged price and more standard equipment on deck, the Versa should continue to sell relatively well until a replacement crops up.

Daimler, Renault-Nissan alliance could be announced Wednesday

According to an unnamed source, the Renault board of directors has called an extraordinary meeting on Tuesday, April 6th, to discuss plans to enter into an agreement with German automaker Daimler. As was the case when Renault teamed up with Japanese automaker Nissan, there will reportedly be an exchange of stock, but not nearly at the same level as Renault's 44-percent stake in Nissan.

If the board chooses to move forward – and all indications are that it will – an announcement could be made as early as Wednesday detailing the partnership. It's widely thought that Daimler is keenly interested in Renault's small car expertise for its less-than-wildly-successful Smart car division, and it seems increasingly likely that the two automakers could jointly develop new city car platforms. Might a more family-friendly ForFour be in the offing as rumored?

New York 2010: 2011 Nissan Juke

Attention all you small crossover fans out there, now is the time to get excited. Nissan pulled back the curtain on the 2011 Juke and although we've seen it (at the Geneva Motor Show), we're still glad it's here. We're being implored to mention that some of us think the front end has a Pontiac Aztek quality about it. Others ("Hi, Mom!") feel different. Yeah, it's... not normal looking, but we've seen worse. At least it's not derivative. The rest of the Juke's styling, however, is much less controversial. Especially that rear three-quarter view.

Sadly, Nissan has neglected to hold a press conference for the Juke, so we're still not sure exactly how much power this mini-ute is making. For now, we're stuck with the "180+ horsepower and 170+ lb-ft of torque" from its 1.6-liter direct-injected four-cylinder turbo, figures that are cited in the car's press release. There's a manual option for the front drivers, but CVT-only for the torque-vectoring all-wheel-drive versions. As soon as we can track down a Nissan employee with the details, we'll update the post. Until then, chew on this for more details. Also, while this here Juke is a right-hand driver, Nissan will be selling Jukes to us left-seat driving, high-rider loving Yanks come 2011.

Geneva 2010: 2011 Nissan Juke

Nissan won't have its official press conference for a few hours, but we've already snagged these shots of the production Juke, an oddly styled smaller-than-you-think crossover that's poised to hit North America for 2011. In person, the Juke is perhaps less bizarre than one might think, with the exuberance of its alien face reined in with comparatively modest alloy wheels, traditional doors and Volvo C30-like taillamps. If you're wondering where the Juke fits into the Nissan lineup that already has the Murano, Rogue and the Qashqai, this vehicle is markedly smaller than the Murano and actually appears smaller than the Rogue.

The interior is pure Nissan, though it looks like the Japanese automaker has put a few more dollars into some of its interior plastics and materials than it has in the past. In particular, the new HVAC controls have a crisp and colorful display, and the transmission tunnel has a quasi motorcycle-tank look about it.

For Europe, the Juke is available with a pair of 1.6-liter gasoline engines in either normally aspirated or turbocharged direct-injected form, as well as a 1.5-liter diesel, the latter of which is unlikely to make it to North America. The compact CUV will be made in both front- and all-wheel drive configurations, the latter being a newly developed torque-vectoring system dubbed ALL-Mode 4x4-i that is capable of splitting power 50:50 from front-to-rear as well as side-to-side.

NISSAN JUKE: BRINGING THE SMALL CAR MARKET TO LIFE

• Compact SUV meets sports car....
• .....to challenge small car traditions
• To be produced in Europe and Japan
• To be sold globally, including Europe, Japan & US
• Powerful new turbocharged direct-injection gasoline engine
• New torque-vectoring all-wheel-drive system

PARIS, France (Feb 10, 2010) - Nissan today revealed for the first time its all-new small Crossover, Juke.

Designed to offer a refreshing alternative for customers who are shopping in the small car segment of the market, but uninspired by the traditional offerings, Juke is a distinctive combination of SUV toughness and sporting style. Juke will inject some much needed masculinity and dynamism into the small car market.

The decision to introduce the industry's fisrst small crossover into the small car market reflects Nissan's philosophy of challenging conventions in Europe. "In the last five years we have enjoyed significant growth in a crowded European market. This has been achieved by challenging traditional patterns and moving away from the C and D segments. Instead, we have pioneered the introduction of crossovers. We started with Murano and then, in higher volumes, with Qashqai - a car which has far exceeded our expectations. Sales have exceeded half-a-million in Europe in less than 3 years," said Colin Dodge, Executive Vice President.

Juke will be manufactured in Europe at Nissan's factory in Sunderland, England, and in Oppama, Japan. In Europe, its production alongside the Note compact family car and Qashqai crossover is the result of an investment in excess of 60m Euros, which safeguards over 1000 Nissan jobs, and more than 2000 in the supply chain. Sales of Juke will begin in Japan in the summer, with the European and North American launch beginning in the autumn.

Design

From a design standpoint, the lower portion of Juke is pure SUV. It combines chunky wheels, wide tyres, extended ground clearance and a robust stance with a top portion that is unadulterated sports car, with a high waistline, slim visor-like side glass graphics and a coupé-style falling roofline. The coupé effect is further underlined by the rear doors which have their handles hidden in the frame of the door.

Inside, the sports car theme continues with a driver-focused cabin dominated by a centre console design inspired by a motorcycle fuel tank. Finished in a distinctive high gloss colour, the 'bike' console adds a sense of fun to the car. Practicality is assured by the rear-opening hatch and versatile luggage area with hidden storage opportunities.

Speaking at the launch, Nissan's Senior Vice President for Design and Chief Creative Officer, Shiro Nakamura, said: "It was our intention to challenge the conventions. I really think Juke will bring something different for customers - something more emotional, energetic, more masculine".
Juke is based on the Renault Nissan Alliance B platform and has a 2530mm wheelbase, is 4135mm long, 1765mm wide and 1570mm tall. On front-wheel drive versions, suspension is by MacPherson struts at the front with a torsion beam at the rear while four-wheel drive models have a multi-link rear suspension modelled on the system found on Qashqai.

The ALL-MODE 4x4-i, is a new development of Nissan's respected electronic all-wheel drive system and now features torque-vectoring technology to enhance agility and reduce understeer when cornering. As well splitting torque front to rear - up to a maximum of 50:50 - it can now be split from side-to-side across the rear axle, too.

Cornering ability is enhanced by sending increased torque to the outside rear wheel, reducing understeer. In total, up to 50% of the total available engine torque can be sent to either rear wheel. The inclusion of this innovation is a first in the small car segment - a technology that has, until now, only been found on top-of-the-range, premium vehicles.

Engines & transmissions

In Europe, three different engines will be available when sales start later in the year: one diesel and two 1.6-litre petrol units, all fully Euro 5 compliant. At the top of the range is a new turbocharged petrol engine (MR16DDT) with direct injection. The engine is one of the most powerful in its class, developing 140kW (190PS) and 240 Nm. The combination of direct injection with a turbocharger provides the power and responses expected from a 2.5-litre engine with the economy of a smaller engine.

The second petrol engine is a newly developed version from Nissan's trusted HR-family. Designated HR16DE, the lightweight, low-friction 16-valve unit now has a unique dual-injection system allowing finer metering of the fuel sprays for better combustion and develops 86kW (117 PS). Finally, the K9K 81kW (110PS) 1.5-litre dCI common rail diesel offers excellent driveability - thanks to its heady 240 Nm of torque - with good economy and emissions.
In terms of transmissions, the two-wheel drive turbocharged 1.6-litre petrol engine is available with a six-speed manual transmission. Nissan's XTRONIC CVT transmission, with a six-speed manual mode, will be available on the range-topping all-wheel-drive version of the turbocharged petrol engine. The naturally aspirated 1.6-litre petrol is available either with a 5-speed manual or the updated XTRONIC CVT, while the 1.5-litre diesel engine is available with a 6-speed manual.

Equipment

Lists of standard and optional equipment will be released nearer the on sale date, but expected items such as climate control, leather upholstery, rear view camera and Intelligent Key will all be available to Juke customers along with some more unusual features.

One such is the Nissan Dynamic Control System, a central command and display module which allows the driver to alter dynamic drive settings as well as make changes to more obvious functions such as climate control. The display, meanwhile, shows engine and drive related dials and information.

"At Nissan, we are working hard to bring more value to the brand through great design, quality, and driving pleasure. For me, Juke represents so much of what Nissan is and will reinforce Nissan's position as a global leader of design innovation, but also as the global pioneer in crossovers," said Shiro Nakamura

Engine
Power
Fuel
Drive
Transmission
1.5 dCi
81kW
Diesel
2wd
6-speed manual
1.6i
86kW
Petrol
2wd
5-speed manual
1.6i
86kW
Petrol
2wd
Updated XTRONIC CVT
1.6i Turbo
140kW
Petrol
2wd
6-speed manual
1.6i Turbo
140kW
Petrol
4wd
XTRONIC CVT M6
###

Chicago 2010: Nissan 370Z 40th Anniversary Edition unveiled with no added performance

Nissan just unwrapped a 40th Anniversary gift to itself at the 2010 Chicago Auto Show. More specifically, it's celebrating the 40th anniversary of one of its most iconic vehicles, the Z car, with a special edition version of the latest in a long line of formidable sportscars to wear that badge. The limited edition 2010 Nissan 370Z 40th Anniversary model is actually a bit late to the party since the original 240Z technically debuted in North America on October 22, 1969... but who's counting.

Whereas the 1970 240Z was a revolution in the affordable sportscar scene with a sticker at just $3,626, the 40th Anniversary Edition will start at $38,860. That represents a premium of about $1,200 over Touring Coupe with Sport Package on which it's based. So what do you get by checking off that 40th Anniversary box? Nothing under the hood, in case you were wondering.

That's okay, we guess, as the Touring is already a hot car and the Sport package adds SynchroRev Match for the six-speed stick, a front chin spoiler, rear spoiler, Nissan Sport Brakes, 19-inch Rays forged aluminum-alloy wheels and the limited-slip diff. Basically it's a sticker package with a unique "40th Graphite" paint job, red leather interior, a "high-luster smoke wheel finish," red brake calipers and 40th Anniversary badges on the rear hatch and the front shock tower brace. The gray color and smoked wheels do look great in person, though.

There are also additional changes inside, like red door panel inserts, 40th Anniversary logos in the seatbacks and on the floormats, red stitching on the center stack, shift boot and kneepads, red-stitched leather on the steering wheel and a 40th commemorative plaque. It even comes with a commemorative "premium satin car cover."

[Source: Nissan]

Tokyo 2009: Nissan Fuga

We've always thought that Infiniti's current M35/M45 sedan deserved greater consideration from American consumers than it has typically received. With a strong VQ-series powerplant and entertaining rear-wheel drive handling, there has always been a lot to like from behind the wheel, but its restrained styling has seemingly always failed to convey the sort of emotion delivered by the driving experience. Thankfully, judging by its just-introduced Nissan Fuga twin here at the Tokyo Motor Show, anonymous styling figures to be less of an Achilles heel going forward.

Powered in the Japanese market by a pair of VQ-series V6 engines displacing 2.5-liters and 3.7-liters respectively (power figures have not been disclosed), the real emphasis for the next-gen model appears to be on advanced safety and creature comfort technology. We're hoping this focus doesn't result in compromised dynamics, but we are very curious to sample such bits of electronic wizardry as Nissan's "Forest AC" that includes a breeze setting and an aroma atomizer, to say nothing of "Intelligent Pedal," a new system that can actually make braking decisions based on data from the sat-nav unit. In our experience, bearing in mind how often the map data has been wrong in a given vehicle's GPS system, we hope that the system doesn't randomly lock up the binders for a phantom hairpin – especially with someone following a bit too closely behind.

Either way, when the Fuga comes to North America next year, we expect it to once again be powered by either the larger of the two VQ-series V6s or a V8 engine. A hybrid model will hit Japan next autumn, and we hear it's also coming Stateside.

New Nissan Fuga blends class-leading technology
interior comfort and performance

Redefining the traditional luxury car, Nissan's first generation Fuga luxury sedan, delivered outstanding performance, comfort and interior quality. Inheriting that flagship DNA package, the all-new Nissan Fuga arrives in Japanese showrooms this autumn.

Class-leading performance, handling and engineering
At the heart of the new Nissan Fuga are new technological advances that combine seemingly conflicting attributes such as nimble handling and comfortable ride, plus powerful acceleration and silent, eco-friendly performance. Customers may choose from either the VQ37VHR 3.7-liter V6 or the VQ25HR 2.5-liter V6.

Amongst the innovation, fitted to the Fuga are newly developed `Double Piston Shock Absorbers' (frequency responsive) that employ a double piston construction to improves handling and ride quality by increasing oil flow inside the shock absorber to reduce vibration from road undulations and absorb minor road imperfections.
Incorporating some significant advanced technologies such as LDP (Lane Departure Prevention system) and Intelligent Cruise Control, this sedan promotes safe, comfortable driving.

Based on sat-nav map information indicating a curve approaching, the system assists deceleration by deploying a movable accelerator pedal and activating the brakes in a system called `Intelligent Pedal (Navigation-Cooperative).' `Cornering Stability Assist' applies the VDC System to control vehicle movement for safe and smooth cornering. Both the `Intelligent Pedal' and the `Cornering Stability Assist' are world-first technologies to be featured on the new Fuga. Along with advanced active four-wheel steering, these technologies support the driver to ensure a comfortable driving.

Supporting Eco-drive and Safety-drive
The new Fuga is the world-first model to feature a driving safety support system, which utilizes the ITS (Intelligent Transport Systems) in its navigation system. The system supports safe driving by providing information to alert the driver at blind intersections for example, based on information on nearby vehicles and traffic environment, which is transmitted to the Fuga from optical beacons installed all across the country.

Fitted as equipment that supports eco-driving, the Fuga employs a world-first `ECO-pedal'. When the eco-pedal system is on, each time the driver steps on the accelerator, a counter push-back control mechanism is activated if the system detects overly zealous throttle work, helping to inform the driver that they could be using more fuel than required. An eco-driving indicator integrated into the instrument panel feeds the driver with real-time fuel consumption levels to help improve their driving behavior.

A first for Nissan, the newly engineered "Drive Mode Selector" is fitted as standard equipment and adjusts engine response, transmission shift schedule and 4-wheel active steering, giving the Fuga a sportier, more comfortable on-road feel. In addition to normal drive mode, the 4-door sedan features a newly fitted sports mode and eco-mode. By selecting a mode using a dial located under the gear shifter, drivers can choose modes ranging from sharper, more responsive handling to economical, easy cruising settings to suit any mood or road conditions.

Dynamic design appeals to senses
The new Fuga's powerful combination of long hood, short overhangs and deeply sculpted fenders with large diameter 20-inch wheels*, give a visual appeal as only authentic rear-wheel drive sports sedan proportions can. By moving the front pillar back, lowering the car's height and adding to its width, interior comfort has been enhanced while achieving a low, powerful stance.

The Nissan Fuga's large, low-slung, grille and bold headlight design inspired by traditional Japanese Kabuki eye make-up combine to establish a strong presence, while its sculptured body takes on varied personalities depending on the angle viewed and the light reflected on its surface.

Spacious, bright and comfortable interior
The premium quality interior in the new Fuga takes the first generation's highly rated cabin design to the next level. Designers have further improved interior quality by enhancing trim and details.

For example, seats in the luxurious interior employ `premium semi-aniline leather.' A special kneading process creates a softer, more supple surface that has been finished in a strong yet soft protective coating. This process results in a luxury sofa-like leather seat that is soft to the touch yet firm in its cushion support.

In addition, soft and smooth textured trim (Sofiless) has been used to cover the armrests and other spots where the skin touches, and the dashboard has been covered with a material that has the high-quality finish and comfortable softness of a leather furniture.

Employing a traditional hand-application method, craftsmen have painstakingly applied pure silver powder to the premium interior woodgrain panels giving them an immaculate mirror finish. The silver powder woodgrain paneling and semi-aniline leather are exclusive to premium interiors.

Utilizing materials suitable to each specific location in the car, occupants sense they are cocooned in a tailor-made cabin, surrounded by surfaces that are soft to the touch and switches that are all newly designed and boast a more luxurious, tactile and high-quality feel.

Significant luxurious appointments further elevate the Nissan Fuga's status as a leading luxury sedan. These include a world-first climate control system called ` Forest AC' that manages air temperature and fan strength, as well as humidity, odor detection and suppression to create the clean interior environment. Occupants can also enjoy the relaxing effect of special aromas and natural outdoor-like breezes through air vents, while a newly developed plasma-cluster ion unit purifies cabin air. In addition, the overwhelming sound from the BoseR Surround Sound System, which drives 16 speakers with a 14-channel digital amplifier, will ensure premium sound quality.


SPECIFICATIONS
Overall Length (mm) 4,945
Overall Width (mm) 1,845
Overall Height (mm) 1,500
Wheelbase (mm) 2,900
Seating Capacity 5


Fuga Hybrid
On the Nissan stand at the 2009 Tokyo Motor Show, a hybrid version of the new Fuga will also be displayed. Employing a 3.5-liter V6, high-power Li-ion batteries and a highly efficient one-motor-two-clutch parallel hybrid system solely developed by Nissan, this model generates the fuel consumption of a compact C-segment car. This model will be launched in the Japanese market from 2010 autumn.

Tokyo 2009: 2010 Nissan GT-R

Without much fanfare (okay – zero fanfare), Nissan has rolled a tweaked version of its home-market GT-R onto the show floor here at the Tokyo Motor Show.

While you're not likely to notice any exterior differences, JDM buyers should appreciate that Nissan has fettled the suspension, fitted higher-flow cats to the exhaust system for improved low- and mid-range response (as if this were a problem before), and they've also added a next-generation hard-drive based navi system that includes iPod connectivity.

On the suspension end of things, the rear suspension radius rod bushings have come in for a stiffening, and the front shocks and springs have been tweaked for increased "accuracy" (no, we're not entirely sure what that means either).

Perhaps the only modification that will be visible to passers-by is the inclusion of rear diffuser cooling ducts across the range – previously these were only fitted to the SpecV model.

Speaking of SpecV, the higher-performance model also gets new rear shock settings and standard Dunlop tires – Bridgestone loyalists, fear not - those shoes are also still available by request.

PRESS RELEASE:

October 21, 2009
Nissan Releases New-Spec Nissan GT-R

YOKOHAMA (Oct. 21, 2009) - Nissan Motor Co., Ltd. today announced the release of the latest version of the Nissan GT-R, which goes on sale on December 7th at Nissan dealers nationwide in Japan. The updated GT-R receives a number of enhancements, including a revised navigation system, recalibrated suspension settings and an improved-flow catalyst system. It is scheduled to go on sale in other global markets beginning next spring.

Since its introduction in the Japanese market in December 2007, the Nissan GT-R has gone through continuous evolution, remaining on the cutting-edge of multi-dimensional performance. The GT-R has also been acclaimed globally, winning more than 50 top awards in various categories since launch. Nissan also supports GT-R owners with exceptional after-sales service.

The latest revisions to GT-R include a new HDD-based CARWINGS navigation system with enhanced entertainment functions. A USB port with iPod®*1 connectivity allows the driver and passengers to enjoy their favorite music in the car, creating an even more pleasant interior environment. *2

In addition, the GT-R's suspension has been retuned to offer enhanced, premium quality ride comfort, while still providing the driver with a feeling of direct contact with the road surface. The accuracy of the front shock absorbers and springs has been increased and the stiffness of rear suspension radius rod bushings has been strengthened. Rear diffusers with cooling ducts, previously available only on the GT-R SpecV, have been expanded to non-SpecV models, improving cooling performance around the rear floor area.

The exclusive Nissan GT-R SpecV models receive revised rear shock absorber settings, enhancing the characteristic combination of supple ride comfort and flat, predictable handling. In conjunction with this change, SpecV now comes standard with Dunlop tires. The previously standard Bridgestone tires are available as a factory-installed option.

Finally, both the Nissan GT-R and GT-R SpecV achieve improved low- and mid-range engine response, thanks to newly adopted hexagonal meshed catalyst cells that reduce ventilation/airflow resistance.
Nationwide MSRP Pricing in Japan (including consumption tax)


Drivetrain Engine Grade Transmission Price (yen)
4WD VR38DETT GT-R GR6 dual clutch
transmission 8,610,000 ☆Model in photo
GT-R Black edition 8,820,000
GT-R Premium edition 9,240,000
GT-R SpecV 15,750,000

* SpecV goes on sale at seven specially selected Nissan dealers throughout Japan.
*1 iPod is a trademark of Apple Computer, Inc., registered in the U.S. and other countries.
*2 May not be applicable in selected countries.

Tokyo 2009: Nissan Land Glider Concept

At the Tokyo Motor Show this morning, Nissan CEO Carlos Ghosn rolled silently onto the stage in the company's latest battery powered concept, the Land Glider. Like Volkswagen's One-Liter concep from the Frankfurt Motor Show, the Land Glider is a narrow-gauge tandem two-seater. However, that's where the similarities end.

The Nissan is purely battery powered, with a pair of rear-mounted electric motors receiving juice from a sub-floor lithium-ion battery pack. Ghosn referred to the Land Glider as a vehicle that offers quick acceleration thanks to its light weight and torquey electric motor. Topping up the batteries figures to be quick and painless as well, as the Land Glider features a non-contact charging system, meaning that drivers won't have to fiddle with any plugs, they can just pull into designated charging spaces.

Like some other tandem seat concepts that we've seen in the past, this one also leans into turns like a motorcycle – up to 17 degrees. Unlike those past concepts, however, Ghosn announced today that this model may reach showrooms in the not too distant future.

PRESS RELEASE:

Is it a Car or a Motorcycle?
-- Land Glider Leans into a Totally New Driving Experience --

Nissan's planning and design team were given a challenge: to explore new forms of zero emission mobility that redefined existing segments. The result was a radical new vehicle that combines the company's vision for future urban mobility with Nissan's great driving heritage.

In creating the Land Glider concept, Nissan planners and designers have conceived a totally new form of personal zero emission mobility that combines clever, new driving experiences, all in the one compact, 4-wheeled package.

With more than 50% of the world's population living in big cities in the near future, designers latched onto motorcycles as a credible base to start the design process.

While the agility, thrills and freedom of bikes inspired the designers and engineers, an extra spice was added to the mix. Tandem architecture became the obvious choice. A unique two-seater, cocoon-like structure sitting on a zero emission powertrain. With four-wheel stability and a sense of safety that originates from a tilting cabin, the Land Glider will appeal to both two- and four-wheel driving enthusiasts.

Targeted at city dwellers of all generations, the Land Glider is a serious motoring statement of the new era of mobility that Nissan intends to lead.

Cocoon in the shell
"The exterior incorporates a soft, sleek-looking body that appears to be protected by a special armor," explains Takashi Nakajima, Nissan's Project Design Director. "And while it is very mechanical in its nature, the four-wheeler boasts a dynamic body design that almost seems alive. As part of Nissan's expanding zero emission family, the Land Glider exudes a clean, friendly attitude."

The vehicle's two-seater tandem layout is enveloped in what seems like the canopy of a glider, while its unique `tilt' setup employs a special leaning function that holds occupants firmly in place even when the vehicle is cornering at angles. In developing the Land Glider, Nissan designers have created a two-seater that offers the sense of security of a cocoon, but delivers real driving pleasure.

Corner and lean
Described as a `personal city commuter,' the Land Glider features steering-by-wire and a lean capability when cornering ? like a motorcycle ? that enables the vehicle and its tires to lean by up to 17 degrees. Able to turn sharply at nearly any speed, the Land Glider employs sensors for vehicle speed, steering angle and yaw rate to instantly calculate the level of lean required to negotiate a corner. All the driver must do is turn and the cabin will lean accordingly. By enabling the car to lean, designers have succeeded in minimizing vehicle width and tire tread width, thus achieving a sleek, futuristic look.

Driven by rear electric motors
With drive coming from two electric motors in the rear powered by lithium-ion batteries mounted beneath the floor, the zero-emissions Land Glider is quick off the mark. The car also features a non-contact charging system that can be charged whilst shopping at a supermarket or stopping at a motorway service station. This system enables vehicles to be charged cable-less at locations where the infrastructure exists.

Collision Avoidance
To ensure maximum safety whilst driving, engineers have fitted a car-robotics style crash avoidance system in which sensors mounted in the body detect other vehicles in the same way as fish swim in schools without colliding. This system directs the vehicle's path away from any obstacles.*

Whilst Land Glider is a concept car created for the Tokyo Motor Show, it should not be regarded as a mere design study. This leaning machine gives a clear direction to how a future small car from Nissan could look in congested cities...a clue of what Nissan means by new era of mobility.

*: Refer to the CEATEC press release issued Oct. 1, 2009.


SPECIFICATIONS
Overall Length (mm) 3,100
Overall Width (mm) 1,100
Overall Height (mm) 1,415
Wheelbase (mm) 2,180
Seating Capacity 2a

Tokyo 2009: Nissan confirms three EVs for production, including Infiniti

We're here at the Tokyo Motor Show, where CEO Carlos Ghosn has just confirmed that Nissan, Renault's Japanese alliance partner, will boast a lineup of at least three electric vehicles in the next few years – and a fourth vehicle is also possible. We already know about the Leaf hatchback (above) that was unveiled back in August. In addition, Nissan will build an electric version of the NV200 light commercial van that debuted at the Geneva Motor Show. For the first time, Ghosn also confirmed that Infiniti will get a compact four-passenger sedan powered only by batteries.

No other information was available on this car, but Ghosn did say that it would be unveiled in the near future. In all likelihood, the Infiniti will be based on the Leaf platform that is designed for purely electric drive.

PRESS RELEASE

Infiniti Confirms Plan for a Zero Emissions Vehicle

FRANKLIN, Tenn., Oct. 20 /PRNewswire/ -- Mr. Carlos Ghosn, President and CEO, Nissan Motor Co. Ltd., announced at the 41st Tokyo Motor Show that Infiniti plans to introduce an electric vehicle - one that will be true to the Infiniti brand's promise of "Inspired Performance."

Mr. Ghosn stated that a concept is being developed for a stylish, compact, high performance four-seat luxury Infiniti with zero emissions.

With the addition of a high-performance V6 diesel to Infiniti's Western Europe line in 2010, and the Infiniti M Hybrid, which will available in the U.S. in the spring of 2011, Infiniti will soon offer an almost unrivalled choice of powertrains compared with other luxury brands.

About Infiniti

Infiniti offers a full-line of luxury performance automobiles, including the G Coupe, Sedan and Convertible, M sedan, EX and FX crossovers, and the QX full-size SUV. More information about Infiniti and its Total Ownership Experience® can be found at www.InfinitiUSA.com.

Stillen Nissan GT-R: 620 horsepower, 0-60 mph in 2.9 seconds (w/ video)

It's been more than six months since Stillen started working on their Nissan GT-R race car and we're happy to report it's finished and already on its way to Eastern Canada where it will compete in the Targa Newfoundland in a few weeks. Before the hopped-up GT-R was loaded on the trailer, Steve Millen and his crew took the car out to the El Toro Marine base for a few shakedown runs. Road and Track tagged along to record some performance numbers that, as you might expect, are nothing short of impressive.

Thanks to a huge list of performance parts, the Stillenized GT-R produces 620 horsepower at 15psi from its dual turbochargers. Perhaps more importantly, several hundred pounds have been removed thanks to a stripped interior, lots of carbon fiber body components and lightweight racing seats. The extra power and weight savings results in a 0-60 mph time of just 2.9 seconds and a 1/4 mile pass in a mere 11.0 seconds at 127.9 mph. Lateral grip is a gut-clenching 1.1g.


[Source: Stillen]

STILLEN GT-R Targa Race Car

Performance Numbers (As Set Up For 2009 Targa Rally)

• Horsepower: ~620 @ 15psi (91 Octane Pump Gas)
• 0-60mph: 2.9 seconds **
• 1/4 Mile: 11.0 seconds at 127.9mph **
• 0-130mph: 11.4 seconds **
• Lateral Grip: 1.1G+ **

** (as tested by Road & Track)

Engine

• STILLEN Downpipes
• STILLEN Secondary Cat-Delete Y-Pipe
• STILLEN Race Exhaust w/Center Rear Exit
• STILLEN Intake System w/K&N Filters
• Turbosmart e-Boost Street 2-Stage Electronic Boost Controller
• Turbosmart Dual Port Blow Off Valves
• COBB Tuning AccessPORT
• Dodson Motorsports Transmission Cooler
• Red Line High Performance Synthetic Motor Oil – 0W40
• Red Line High Performance Synthetic Gear Oil – 75W140
• Red Line WaterWetter

Suspension

• High Performance Coil-Overs – Adjustable Bump & Rebound, Ride Height – Eibach Race Springs
• STILLEN Adjustable Sway Bars
• STILLEN Adjustable Endlinks

Brakes / Tires

• STILLEN / AP Racing Carbon Ceramic Brake Rotor Upgrade
• STILLEN / AP Racing Brake Pads
• STILLEN Brake Cooling Package
• STILLEN Stainless Steel Brake Lines
• AP Racing PRF High Performance Brake Fluid
• Bridgestone RE070R 255/40ZRF20 Front Tires
• Bridgestone RE070R 285/35ZRF20 Rear Tires

Interior

• STILLEN Designed & Built Custom Chromoly Roll Cage
• STILLEN Designed & Built Custom Seat Frames
• Status Racing Seats
• Status Racing Harnesses
• Monit Rally Computers
• ChaseCam On-Board Video Camera System
• Nordskog GPS Speedometer (KPH)

Exterior

STILLEN Urethane Front Lip Spoiler
STILLEN Urethane Side Skirts
STILLEN Urethane Front Canards
Password:JDM Dry Carbon Fiber Custom Race Hood
Password:JDM Dry Carbon Fiber Trunk Lid
Password:JDM Dry Carbon Fiber Wing
Password:JDM Dry Carbon Fiber Engine Cover
Password:JDM Dry Carbon Fiber Radiator Shroud
Password:JDM Dry Carbon Fiber NACA Ducts
Password:JDM AeroCatch Flush Mounting Plates
APR Carbon Fiber Side Mirrors
BASF Carizzma Orange Sherbet Pearl Paint

World's fastest fire engine

If there's one performance metric that's pure marketing hype, it has to be a vehicle's Nürburgring time. Our good pal Jack Baruth brilliantly debunked this ever-growing myth. In case you missed Jack's article, here's the gist:

"Sorry. There's no "Nürburgring lap time record" for a simple reason: Real lap time records are set by real race cars, using real timing and scoring equipment, during actual competition or sanctioned practice sessions. They aren't "self-reported" for the same reason the World's Strongest Man Contest isn't held by having everyone mail in their "results" because people can, and do, lie and cheat."

All that truth spoken to power, it's still accurate to say that certain cars generally tend to get around Green Hell faster than others. The big players lately have been the Chevrolet Corvette ZR1, Dodge Viper ACR, Porsche GT2 and Godzilla, better known as the Nissan GT-R. All four of these cars can scoot around the Nürburgring in 7:30, maybe a squidge faster. Again – it really doesn't matter. But one of the reasons why automakers play up these 'Ring times so much is that the Nürburgring is regarded as one of the most difficult and challenging strips of macadam anywhere – for both car and driver. To rephrase that, there are lots of accidents.

Meet the Nürburgring Rapid Response GT-R. The back seat has been removed to make way for a tank full of fire-retarding foam. The firehose itself is in the trunk, along with other flame-fightin' gear. And because the Rapid Response GT-R will be hustling round the 'Ring nearly as fast as Toshio Suzuki would flog it, there's a roll cage and carbon fiber Recaro race seats. Almost makes us wish we were German firemen. Almost.

[Source: Nissan Sportz via GT-R Blog]

Nissan studying turbochargers for future vehicles?

As much as we've grown to love Nissan's award-winning line of VQ six-cylinder powerplants, reality dictates that time marches on and a replacement will soon be needed. According to Tetsuya Takahashi, a manager at Nissan's Powertrain Engineering Division, a switch to smaller displacements may be in the offing along with a return to forced induction – much like what Ford has done with its EcoBoost series of engines.

Nissan and Renault have well-known plans to share virtually all powerplants from this point forward, and this move would likely allow for both small and fuel efficient powerplants for passenger car duty – which is especially important in Europe – along with somewhat larger and much more powerful engines for high-performance models. Drawbacks include the additional cost of the turbocharging hardware and a more difficult path to emissions approval, so future turbo Nissans are far from a sure thing.

For those old enough to remember Nissan's pre-2002 series of Z cars, which received its first turbocharger way back in 1981 and reached its horsepower apogee in the form of the 300-horsepower 300ZX Turbo in 1990 (not to mention the incredible RB and SR powerplants), this news may be welcomed with open arms. As far as we're concerned, a slightly detuned version of the VR38DETT V6 powering fire-breathing GT-R would look mighty fine under the shapely hood of the next-gen Z.

[Source: Motor Trend]

Review: 2010 Nissan GT-R

Being an automotive journalist is like being a male porn star. We're little more than Piloti-shoed buffers between the reader and the objects of their lust, and really, no one cares about us. Still, you only get one chance to make an initial impression, so my first review here on Autoblog had to be big. As luck/fate would have it, I got a phone call a few weeks back that went a little something like this: "How'd you like to drive the first 2010 Nissan GT-R on the West Coast, before the buff books get it?" Needless to say, the answer was obvious. But what to do with the brand-new R35, one of the most heavily and relentlessly covered car-stories of the past year? This takes us right back to that porno metaphor: How do I give the people what they want?

We hatched a plan – take the uber-Nissan down to San Diego and pay a visit to Comic Con! A story about 400-pound guys in Batman suits drooling all over the new GT-R practically writes itself, so we contacted various video game companies to see if they would let us drive the GT-R right onto the convention center floor. Perfect! Our stunt would be like lowering a nude, greased-up Megan Fox into a frat house. What could possibly go wrong? Without getting into the epic fail of that last bit, it didn't happen. What you're left with then is yet another review of a Nissan GT-R where some "pounding at 11/10s" wannabe hamfists Godzilla through envy-inducing, tight, twisty Southern California canyons. Lucky you... err, me.

My task then would be to answer the following: There's endless talk about whether or not the Nissan GT-R has a soul. Yes, we all know it's supercar quick and hypercar capable. And yes, Japan's most recent foray into the segment can utterly dominate and humiliate most British, Italian and German machines – all costing two, three or five times as much – and give like-minded American all-stars a run for their ACR/ZR1 money. But is the GT-R anything more than a numb supercomputer, mindlessly parsing bits of data and then spitting out traction and velocity? Are its capabilities a credit to Nissan's mechanical engineers, or its electrical wonks? To put it another, more Comic-Conny way, is there a ghost in Nissan's machine?

The big news is bye-bye launch control.

First and foremost, we should cover what's new for 2010. The big news is bye-bye launch control. We found the GT-R's penchant for grenading transmissions humorous (from a distance), but alas, farewell. However... maybe it's still there? Maybe Nissan was only telling people launch control had been deleted? We found a very deserted stretch of road, put the transmission and suspension into R mode, turned the VDC all the way off, planted our left foot on the brake pedal and pushed the throttle with our right. Instead of the tach zinging up to 4,500 rpm, fuel cutoff happens right around 2,000 rpm. Launch control is deader than last Thanksgiving's turkey. That's not very soulful.

That said, the Transmission Control Module (TCM) has been reprogrammed. Not only can the six-speed dual-clutch gearbox shift faster (when in R), but the chances of a customer having to shell out $20,000 for a new cogswapper is greatly reduced. The 2010 GT-R also sports five more horsepower, bringing the total to 485, while torque output remains unchanged at 434 lb-ft. Rumors still persist that since each GT-R engine is hand-built, power levels vary and some engines churn out as much as 520 hp, if not more. Let's chalk this up to some engines running 100 octane and others dealing with California's crapola 91 high-test. Bottom line, the power feels freakishly adequate.

The suspension's been retuned and the Bilsteins are a new design, while the brakes (somehow) have been revamped and fitted with more rigid lines and fresh pads. Our Premium GT-R tester arrived with dark, "near-black" wheels and when coated in Super Silver (like this car) you get a polished front bumper (there's also a new hue called Pearl White). More power, faster shifts, better handling, stouter brakes, blacker wheels and a transmission that's much less likely to eat itself? That sounds fantastic. Soulful, even.

You cannot fit your hand between the front and rear thrones.

As far as looks go, let's face it: You've been staring at the GT-R through your computer screen for as long as I have. Not a single body panel was changed for 2010, so you either love it, or you're indifferent. I will say this, Godzilla is huge. I knew the Nissan was a big boy, but it's nearly ten inches longer than a C6 Corvette; its wheelbase is fifteen inches longer than a Porsche 997. But hey, we were able to fit a case of wine and a large pizza in the trunk, so I'm sure owners aren't complaining too much about the GT-R's dimensions.

Well, maybe a little about the back seat. No joke: You cannot fit your hand between the front and rear thrones. Even children would be miserable. As far as the front of the cockpit goes, for a Nissan, it's pretty much okay. For an $86,000 vehicle, it's not nearly as nice as you'd like. Sure, there's leather all over the doors and on part of the dash, but it's budget, cheap-feeling leather, not that opulent, veal-fat rubbed and pleated cowhide you'd find in a Spyker. However, all that really matters is the usable stuff. The pedals, steering wheel, flappy-paddles, seats and handbrake are all up to supercar snuff. Especially that burly handbrake.

So then, how's it drive? In a word, Supercalifragilisticexpialidocious. From a standing start, the forward thrust is obscene. Pornographic, to stick with our earlier metaphor. 60 mph happens in less than four seconds (thanks to launch control delete, the GT-R no longer hunts in the 3.2/3.3-second Enzo/ZR1 woods) and the quarter-mile is annihilated in less than twelve. Trap speed? 120 mph, give or take. Top speed? North of 190 mph.

All these numbers are as quick or quicker than a $200,000+, all-wheel drive, paddle-shifted, 552-horsepower Lamborghini Gallardo LP560-4 or a $280,000 502-hp Ferrari F430 Scuderia. But forget about the numbers, the price tags and the competitor's badges. Instead, concentrate on the massive brutality taking place and hair-splitting wail of the turbos at full clip. You get to watch the scenery deform all around you as the buzzing builds to full cresendo. After giving one pal a quick blast up an empty freeway, he didn't want to shake hands because his palms were so sweaty. The GT-R is a face-puller, a neck-snapper, a pulse-pounder. Especially when you're banging off shifts in half a second with one of the world's finest paddle-shifted dual-clutch gearboxes. And that's in default. Pop the transmission into R-mode and the shifts are over and done with in two-tenths of a second. Bloody hell, indeed.

Yeah, yeah, yeah -- 485 hp cars with 434 lb-ft of torque and AWD traction should be blisteringly fast when pointed straight. But the GT-R weighs over 3,800 pounds. Can the near two-ton porkster mechanically handle the twisty stuff? Simply put: Yes. But 'handles' is not even the right word. Dispatch, conquer, dominate, tear asunder, murder – that's it – the GT-R murders corners dead. Starting with the donk-sized tires (255/40 R20 in front, 285/35 R20 out back), moving to the retuned suspension and ending with the innards of a Swiss watch-fancy AWD system, the GT-R has world-class Stickum.

3,829-pound cars shouldn't change direction like Barry Sanders in his prime.

If I may quote McLaren F1 designer Gordon Murray after he climbed out of the Bugatti Veyron for the first time, "One really good thing, and I simply never expected this, is that it does change direction. It hardly feels its weight. Driving it on a circuit I expected a sack of cement, but you can really throw it at tight chicanes." Replace the word "circuit" with "stomach churning canyon road" and those are my sentiments exactly vis-à-vis the 2010 GT-R. 3,829-pound cars shouldn't change direction like Barry Sanders in his prime. Yet this one does.

Did I mention the stoppers? Going by the ancient caveat, "A car's only as good as its brakes," the new GT-R is the third best car in the world. Period. Cymbal-sized 15-inch discs at all four corners and six-piston Nissan-branded Brembo calipers join forces to mess with the space/time continuum. Slowing the car from 60 mph is near effortless. When you dip deeper into the near-bottomless well of power -- say around 140 mph – the brakes still work flabbergastingly well, hauling you down to something resembling a speed limit in mere moments. At one point in downtown L.A, a school bus cut us off and neither driver nor passenger were the least bit worried. Why? We'd been using the brakes all day – we knew.

Ah, but here it comes. Here's the part of the story where I'm supposed to tell you that yeah, you can hoon a GT-R harder and faster than a Lamborghini or a Ferrari. But the Italians are works of art, a living, breathing symphony filled with arias pointed right at the heart of an automobile where man and machine become one via harmony, divine intervention, etc. The GT-R? Nothing but a Silicon Valley automaton, precisely but passionlessly going about its servile duties while totally disconnected from the world around it and driver within. Well guess what? I'm not saying that – or anything resembling that. In fact, I'm going to say that those who complain about the GT-R's supposed soullessness simply aren't pushing it hard enough. Because once you do, you hear the angels sing. New rule: All observations concerning the GT-R at less than 80 mph or 5,000 rpm (whichever comes first) are meaningless. Under that and Godzilla's not even breathing hard.

When the gloves come off (transmission's in R-mode, suspension's in R-mode, VDC's in R-mode, nitrogen-filled tires are nice and warm and tacky) not only can the new GT-R rundown the aforementioned farm animals, but it's just as rewarding to drive – if not more so. Why? You can brake later, you can hold the road longer and you can blast out of corners quicker. Isn't that why we drive? Like many great cars, the GT-R seems to shrink when pushed, and the harder and meaner, the smaller it gets. Italian exhausts sound a thousand times better, but the GT-R is simply the better supercar. You'll be continually shocked that such a heavy, civilized and inexpensive car is not only capable of, but eager to rotate on its axis, accelerate like a rally car over busted pavement and keep its driver cool/comfortable after hours of use and abuse.

One caveat: during all of our testing we left the VDC on (except for our ill-fated attempt at launch control) and in R-mode for several reasons. The first being that Nissan strictly forbids operating the car with the VDC defeated unless you're stuck in snow or mud – it straight-up voids the warranty – and we didn't feel like returning a handful of broken half-shafts and shredded gears to the good folks at Nissan. The second reason being that most of our evaluative drives were on two-lane public roads with the high possibility of oncoming traffic and blind corners.

The GT-R inhabits the same plane of existence as Porsche's legendary 959.

That said, the VDC in R-mode has such incredibly high limits that we were able to register full back-to-back 1g lateral acceleration pulls in two different directions (as indicated by the g-meter oscilloscope) again and again and again. The car almost never lets go. And if it does step out (journo-speak for, "I entered the corner too hot, mashed the brakes while chopping the wheel and staring at a squirrel"), the sensation is akin to a hand reaching down from the clouds, grabbing hold and gently performing a quick course correction – the same way you used to play with your Hot Wheels. There's no sudden loss of power, no cruel nanny coming in like a guillotine. Just a little bit of wiggle, and you're back in the game, pushing the edge of the envelop, gunning for an M6, Ducati Monster, Dodge Viper and a few Ferrari F430 Spiders (yes, we did). Over the course of five days, five tanks of high-grade gasoline and more than 600 miles, we experienced the full force of the VDC saving our butt exactly once. And yeah, it was when we were trying to pull away from the damn Ducati.

So what's up then? Why the bum rap? Why do so many journalists (and I can't name names because I'm friends with so many of them) write off the GT-R as highly competent but ultimately soulless? Sure, it's one of the four or five most mindboggling performance vehicles on sale, but... meh. They just don't dig it. Besides not driving it hard enough, here's another explanation: Remember when compact discs came out? There was a seemingly endless series of interviews on MTV with guys like Tom Petty bemoaning the loss of the pops, hisses and scratches inherent to records. The flaws were part of the sound, man. You can't flip a CD over – how do you know what side of the record is playing? That's fine, but it's just knee-jerk reactionary nostalgia.

Let's look at the 2005 winner for supercar bang-for-the-buck: the Corvette Z06. It makes about identical power compared to the GT-R, but weighs 700 pounds less. Yet the GT-R is faster, both in a straight line and around corners. Stops better, too. Neat party trick, no? Yes, laying fat, smoky strips of incinerated rubber a hundred feet long is fun, but it's old fashioned, and in many ways, it's making the best of a compromised situation. On the other hand, the GT-R inhabits the same plane of existence as Porsche's legendary 959. Better driving through science. Of course, the Nissan is faster, more nimble and worlds less expensive than my favorite Porsche. Now I'm not blind, deaf or numb. A certain number of imperfections do add flavor. But that's hardly the only way to build character. Might I suggest a 485-hp, twin-turbo 3.8-liter V6 coupled to a fancy-pants AWD system and a dual-clutch tranny from hell? For my money, that's about as soulful as a car gets.

[Source: Autoblog]