Renault to revive Alpine name with Nissan underneath

July 28th, 2008 by Car and SUV

It has been rumoured that Renault could launch a great-grandson of the original hot French rally car, the Alpine A110, based on the forthcoming 370Z platform

The fact that the A110 had the engine mid-mounted and the 370Z (successor to the 350Z) has the engine in the nose is a convenient detail left out of the rumour circuit, but if the new Alpine continues the bloodline of the Alpine-Renault A110/GTA/Spider it can’t be a bad thing.

With Renault increasingly going for hot FWD hatches, like the Megane R26.R, it would be great to see some track-focused RWD cars.

Nissan runs fuel-cell vehicle around the Nurburgring

July 25th, 2008 by Car and SUV

nissan-x-trail-fcv-nurburgring

Lap runs on the Nürburgring Nordschleife in Germany’s Eifel region are often cancelled due to rain. But the wet weather didn’t stop Nissan from taking its X-Trail fuel cell vehicle for a spin on the course recently, making Nissan the first automaker to record an FCV lap on the famous race track.

Frank Eickholt, member of the Nissan 24 Hours Nürburgring race team and Nordschleife aficionado, skilfully steered the 1.3 million euro prototype through ‘The Green Hell’ — as the course is often referred to — on standard street tyres. And although the 20.8 kilometre-long course was consistently wet — making it difficult to drive aggressively — Eickholt was thoroughly impressed with the X-Trail FCV which clocked in at 11:58 minutes.

“I was very surprised at just how comfortable it is to drive a fuel cell car. You get in, turn the key and off you go, just like with a normal car,” said Eickholt.

“Although some of the uphill sections were challenging, the speed was still very impressive. If the course hadn’t been so wet, I could have gotten more momentum out of the curves. Thirty to 40 seconds could have been shaved off for sure,” he added.

The five-seater X-Trail FCV is a zero-emission electric vehicle that runs in near silence. It is powered by electricity produced on board the vehicle, in a hydrogen fuel cell stack. Electricity is generated following an electro-chemical reaction between hydrogen — which is stored at 700 bar (10290 PSI) in a purpose-designed high-pressure tank — and oxygen. The only by-product is water vapour.

This electric current is channelled through an inverter to drive a powerful motor in the front of the car. The X-Trail FCV, which has been undergoing real-world trials in Japan and California since 2006, has an official top speed of 150 km/h and a range of 500 km. Maximum power is 90kW (120PS) while maximum torque is 280Nm.

It also features the latest in battery technology: a Nissan-designed compact lithium-ion battery with thin laminated cells. The Li-Ion battery is used to start the vehicle and to boost power under acceleration. Kinetic energy created under deceleration is captured and stored in the battery for future use.

Still in the early stages of development, Nissan is currently working to improve durability of the FCV componentry; to find a breakthrough in hydrogen storage systems; and to reduce the cost of the technology. The company hopes to see fuel cell vehicles in series production by 2015.

The X-Trail FCV is part of the Nissan Green Program 2010, Nissan’s midterm environmental strategy which is aimed at reducing CO2 emissions from the company’s products and activities around the world, as well as reducing other exhaust emissions and increasing recycling.

Nissan X-Trail Ti-L 2007 Review

February 7th, 2008 by Car and SUV

Nissan X-Trail 2007 fq

It’s a suitably rugged name to imply the outdoors. Whether you read it X-Trail or Cross-Trail doesn’t matter; the fact is that it is competent on most on- and off-road trails (except those where the mud is up to your knees because the ground clearance is only 200mm).

This new top-of-the-line X-Trail superficially doesn’t seem much different to the old one. Because it’s not — it was really just a case of Nissan listening to the suggestions of its customers. It still needs a bit of a hand on the looks department, but the old X-Trail was pretty much perfect for its intended audience, so this one puts a bit more icing on the cake.

Exceptionally roomy on the inside, while maintaining sensible exterior dimensions, Nissan’s designers have done a good job of maximising interior space, from the unusual location of the front heated/cooled cup holders (above the air vents to heat/cool drinks), through to the innovative drawer system underneath the boot that allows you to store thievable items out of sight.

If you need extra space in the back, the drawers can be removed, and cargo hooks and tie-down points in the boot allow you to secure large loads. With the rear seats up, 603 litres of holiday paraphernalia can be loaded in the back. And, if you’re spared the trials and tribulations of children asking you whether you’re there yet, you can fold the rear seats flat and fit an even more impressive 1773 litres. The washable luggage board and 12-volt power outlet in the boot are convenient for holiday motoring.

In the front there’s a new dashboard storage box, the glovebox is of a reasonable size, and there are other cubby holes and trays for the bits and bobs that always end up on trips.

The front suspension is mounted on a sub-frame that has compliant rubber mounts to isolate road noise and vibrations from the chassis. A front anti-roll bar, attached directly to the strut assembly, reduces body roll when cornering. While the X-Trail isn’t quite as comfortable as Nissan’s Murano, this suspension setup makes driving it at road speed like sitting in comfy chair in a small earthquake — pleasant with a hint that the ground might be moving beneath you. This chair is power-adjustable on the driver’s side and when fully up (aided by the X-Trail’s height) has the visibility of a grassy knoll at a presidential parade, which will appeal to shorter drivers.

The Nissan uses a 2.5-litre DOHC engine putting out 125kW and 226Nm, mated to a CVT auto gearbox. It’s also available in 6-speed manual, though remarkably the CVT is fractionally more fuel efficient.

There’s ample towing capacity for a medium-large caravan or a fairly large boat (2000kg on a braked trailer). Of course, pulling your accommodation behind you won’t let you get anywhere near the 9.3l/100km quoted, but that figure is acceptable for general motoring in a car this size.

Riding on 215/65R17 tyres on 17-inch rims the X-Trail will cope with most terrain admirably. Sharp changes of direction are not its forte, but it does have an intelligent 4WD system that monitors which wheel needs more power. This is coupled to the traction control, electronic stability program, ABS, brake assist and electronic brakeforce distribution. Other helpful electronics include the Hill Descent Control (it keeps the car at a steady 8kph downhill using the ABS) and Hill Start Assist, which holds the brake on until you press the accelerator when starting on an incline. Add that to the six airbags and you get a 4-star ANCAP crash rating and 2-star pedestrian protection rating.

Take a look around the outside and you’ll see a thick rear quarter pillar. This would be a significant blind spot were the mirrors not so large. It gives the X-Trail’s rear a slightly unbalanced look compared to the front — Nissan may have got the overall driving formula right, but function wins over form in this case. The front corners of the car are more visible when manoeuvring, but reversing with that thick rear pillar is a different story.

In the medium SUV market the X-Trail really holds its own. The innovative features and interior planning make the X-Trail versatile, and the ride comfort and driving position make the X-Trail a pleasant machine for long journeys.

Price as tested: from $43,895

What we like

  • Very comfortable
  • Good versatility of load space/storage — makes you want to go on holiday
  • Change from 2WD to 4WD and it’s good enough for most of the off-road driving you’re likely to do
  • Feels like it’s screwed together well

What we don’t like

  • Still a hint of ugly
  • Despite anti-roll bar, soft suspension means you won’t be attacking the corners like Senna. Would benefit greatly from magnetically adjustable suspension, or some other way of stiffening it up

Words Darren Cottingham, photos Dan Wakelin

Engine

  • 2.5 Litre Petrol, 16 Valve
  • Capacity – 2488 cc
  • Power – 125kW@6000rpm
  • Torque – 226Nm@4400rpm

Transmission

  • 6 Speed Manual or CVT
  • All Mode 4×4 System

Suspension

  • Front – Independent MacPherson Struts
  • Rear – Parallel Link Struts
  • Front & Rear Stabiliser Bars

Brakes

  • Ventilated Front and Rear disc brakes
  • ABS Anti-Lock Braking System
  • Electronic Brake Distribution System (EBD)
  • Brake Assist System
  • Park Brake

Wheels / Tyres

  • Steel Wheels with Covers
  • Tyres – 215/65R16
  • Spare Wheel – Full Size Steel

Dimensions

  • Overall Length – 4630 mm
  • Overall Width – 1785 mm
  • Overall Height – 1685 mm
  • Wheelbase – 2630 mm
  • Track – Front – 1530 mm
  • Track – Rear – 1535 mm
  • Turning Circle – 10.6 m
  • Ground Clearance – 200 mm
  • Approach Angle – 26 degrees
  • Departure Angle – 22 Degrees

Exterior

  • Body Coloured Bumpers
  • Body Coloured Front Grille
  • Chrome Rear Door Finisher
  • Door Handles – Black
  • Front & Rear Mudflaps
  • Power Door Mirrors – Body Colour
  • Roof Rails

Interior

  • Seating Capacity – 5
  • Cloth Seat Trim
  • Front Bucket Seats with Recline
  • Driver Seat Height Adjustment
  • Active Headrests
  • Adjustable Front & Rear Headrests
  • 60/40 Split Folding Rear Seat
  • Fold Flat Rear Seat
  • Rear Seat Armrest
  • Tilt Adjustable Steering
  • Day / Night Rear View Mirror
  • Tonneau Cover

Weights / Capacities

  • Tare Weight – Manual – 1525 kg
  • Tare Weight – CVT-M6 – 1554 kg
  • GVM – 2100 kg
  • Luggage Capacity VDA – 603 L
  • Luggage Capacity VDA – Rear Seats Folded Flat – 1773 L
  • Towing Capacity (unbraked) – 750 kg
  • Towing Capacity (braked)- 2000 kg

Comfort & Convenience

  • 12 Volt Power Outlet – Cargo Area
  • Air Conditioning with Rear Duct
  • Driver Foot Rest
  • Door Map Pockets
  • Centre Console Box with Lid
  • Cigarette Lighter and Ash Tray
  • Cruise Control
  • Cup Holders – Front – 4
  • Cup Holders – Rear – 2
  • Keyless Entry
  • Interior Courtesy Light
  • Intermittent Front Wipers
  • Intermittent Rear Wiper with Washer
  • Lockable Glove Box
  • Map Lights – 2
  • Passenger Assist Grips
  • Power Door Mirrors
  • Power Windows with Automatic Up/Down
  • Rear Luggage Area Tie Down Hooks
  • Rear Luggage Area Light
  • Rear Window Demister
  • Remote Central Locking
  • Seat Back Pocket
  • Underfloor Storage System
  • Sunvisor Mirror – Driver & Passenger

Audio

  • AM/FM Stereo
  • Single Disc CD Player
  • 4 Speakers
  • Roof Mounted Antenna

Instrumentation

  • All Mode 4×4 Indicator Lamp
  • Dash Illumination Control
  • Digital Clock – in Trip Meter
  • Door Ajar Warning Lamp
  • Drive Computer – Average Speed, Average Fuel Consumption, Distance to Empty and Trip Time
  • Exterior Temperature Gauge
  • Fuel and Temperature Gauge
  • Headlights-on and Key-in Warning Chime
  • Instrument Panel Dimmer
  • Low Fuel Light
  • Oil and Voltage Warning light
  • Speedo with Dual Trip Meter
  • Tachometer

Safety

  • Active Front Headrests
  • Anti-Lock Braking Systen (ABS)
  • Brake Assist (BA)
  • Childproof Rear Door Locks
  • Curtain SRS Airbags
  • Driver & Passenger Side SRS Airbags
  • Driver and Passenger SRS Airbags
  • Driver’s Window Interruption Detection
  • Electronic Brake Force Distribution (EBD)
  • Engine Immobiliser
  • Front Seatbelts with Pretensioners
  • Halogen Headlights
  • Height Adjustable Front Seatbelts
  • High Mount Stop Light
  • Impact Absorbing Steering Column
  • Laminated Tinted Windscreen
  • Side Intrusion Bars

Fuel

  • Recommended Fuel Type – Unleaded 91 RON or higher
  • Fuel Tank Capacity – 65 Litres
  • Fuel Consumption (Litres/100km) – 9.5 ADR
  • CO2 Emission (g/km) – 217

Nissan Murano Ti 2007 Review

December 13th, 2007 by Car and SUV

Nissan Murano 2007 fq

A friend of mine is a physiotherapist. We were talking about causes of back and hip pain and he said a big one is people sitting in an unbalanced position while driving. If you put too much weight on one buttock while driving (which many of us apparently do), this can lead to trapped nerves, muscle tightness and a twisted spine, which is all potentially costly in terms of lifestyle and fixing the problems down the track.

What prompted this conversation is Nissan’s Murano Ti. It’s a car that has been on the market for a couple of years, but apart from a brief drive I hadn’t had the chance to do a full road test. The first thing I noticed when I got back in the car was the overwhelming sense that you are sitting on a throne, casting your kingly gaze across the landscape. The seat is very wide and comfortable, and (as a person who has had injury-related back/hip pain), I immediately noticed how straight I was sitting and how comfortable and relaxed I felt in the Murano’s power-adjustable leather heated seats. The cabin has a huge amount of room, especially for the passenger, and plenty of storage — a nice touch is the expandable door pockets. A dashboard the size of a snooker table is sprawled out in front of you — so large, in fact, that you cannot reach the windscreen without sitting on the edge of the seat, seatbelt off.

Two of the seven speakers reside in this vast open wilderness, reflecting sound off the windscreen to give a reasonably good stereo image (a phenomenon also noticeable on Mazda’s CX-7) — the seventh speaker is a subwoofer to enhance the bass.

The steering wheel contains controls for the Bose stereo — a six-disc CD player/radio — and cruise control.

Behind the wheel, three yellow-faced dials give you the essential speed- and fuel-related information. The dashboard also contains a large black LCD with yellow writing that displays other trip computer functions and various vehicle settings. This part of the dashboard juts out leaving an awkward space underneath it that contains a rubber-lined tray.

The gear shifter is perfectly positioned if you would like to use the sequential auto mode to bring out the best in the Murano’s sporty pretensions. The Murano is marketed as a sporty SUV, and endowed with Nissan’s all-aluminiun 3.5-litre 172kW engine and CVT gearbox (similar in power and spec to that of the Maxima Ti), it’s fairly sprightly for its 1800+kg, reaching 100kph in just over eight seconds. The power and torque (318Nm) is delivered in such a smooth and linear way with a muted V6 roar via the four-wheel drive that it is virtually seamless. There is no shortage of grip and I was left wondering how often the VDC (traction and stability control) would need to cut in given the wide tyres and four-wheel drive. ABS, electronic brakeforce distribution and brake assist complete the driving aids.

The Murano received a 5-star NHTSA safety rating and as well as seat belt pretensioners and active headrests it has driver and passenger front and side airbags, and curtain airbags.

Moving to the outside, Nissan unfortunately supplied the worst colour possible for a press car. It looks so much better in black. Nestled between the high intensity discharge xenon bulb headlights, the Murano’s ‘architectural’ grille isn’t the prettiest; it looks much better from the back with its dual exhausts.

It is a large car with 225/65R18 tyres and 18-inch wheels attempting to fill the arches. The rear window line swoops up to meet the roof almost in a teardrop shape — perhaps a nod to the name Murano, which comes from the elegantly sculpted glass art from the islands near venice. This is a nice styling cue, but doesn’t help at all with reversing, and our car wasn’t fitted with optional reversing sensors.

Our test car, the Ti, gets heated, power-operated leather front seats, electric sunroof and roof rails over the lesser-specced ST.

Practically everything is right about the Murano — it has a huge boot, plenty of power, it’s comfortable to ride in, it looks OK (but not in the colour we got), and it comes with the safety packages we expect. And I found it good for my lower back — perhaps the Murano is more ‘hip’ than I first thought.

Price: from $59,950 (Ti, as tested),  $54,950 (ST)

What we like

  • Smooth power
  • Supremely comfortable
  • Large and flexible loading space

What we don’t like

  • Reversing (you’ll kick yourself if you don’t get the optional Rear Park Assist)
  • In-dash screen and controls feel a bit dated

Words and photos Darren Cottingham

Nissan Micra RX 2007 Review

September 17th, 2007 by Car and SUV

Nissan Micra RX 2007 fq

I thought it’d be amusing (not for me, but for you), that I swapped a 307kW HSV GTS for a 72kW Nissan Micra. My main concern driving to Nissan was that they hadn’t supplied a candy pink one. And they hadn’t: it was little black number concealed behind a Navara ute. Whereas with the GTS you could spot it in a carpark from miles away because its length sticks out, the little Micra is just 3.7m long and easily concealed in a row of cars, so my trepidation wasn’t eased until the last minute.

There are some other stark differences, as you would expect in a car that is $70,000 cheaper: the 1.4-litre engine manages 6.17l/100km as opposed to the six-litre HSV’s 16.7l/100km, but the Micra’s still negotiating the urban speed limit while the HSV is at 100kph. But if you’re in the market for a Micra, you’re not considering a GTS, and vice versa. It’s the difference between a funky alcopop and a pint of whiskey. Both will get you to a different place, but the pint of whiskey does it much quicker.

The Micra is a breeze to drive around the city. It’s nippy to 50kph, easy to manoeuvre and all-round visibility makes it a doddle to park. At motorway speeds, it becomes a little fidgety on its 175/60R15 tyres, but when it’s time to slow down the brakes are exceptional.

I was surprised at the amount of kit that comes with the Micra for a car that’s less than $23,000 dollars. On the safety side it has driver, passenger, side and curtain airbags, ABS, brake assist, electronic brakeforce distribution and disc brakes at the front, coupled with rigid monocoque construction, front and rear impact absorption zones and side impact door beams.

On the outside, the RX comes with colour coded door handles, roof spoiler and side skirts, and it gets the alloy wheels over the other models’ steel wheels. And you can make a statement, too, with the multitude of garish colours available that includes orange and yellow.

The interior design is mostly thoughtfully laid out. Instruments are easy to read, and controls are within easy reach. However, the size and placement of storage compartments could be improved — many (e.g. the door ones) aren’t quite big enough to be really useful, and there should be a central binnacle that doubles as a driver’s armrest, but there’s not.

Sitting quite upright in the car, it’s a doddle to change the climate control, radio and powered door mirror settings.

The Micra has an intelligent key. Leave the key in your pocket and the Micra detects it’s there, even allowing you to open a locked door by pushing a small rubbery button on the handle. Get in the car, but don’t bother fumbling for the keyhole. You just have to turn the ‘key substitute’ (see the pics), and you’re away. It won’t start if the key’s not close to the car.

The hatchback gives easy access to the boot, and the boot blind keeps everything private. The folding 60/40 split rear seat offers more load lugging capability. Rear seat legroom is cramped with tall front seat occupants, but the seats themselves are comfortable enough and the driver’s adjusts for height as well.

Overall, the Micra is a competent little car, best suited to city driving. With its high level of specification for its price (it even includes automated headlights on/off), frugal engine, and reasonable sized boot, it gives Honda’s Jazz a serious run for its money.

Price: from $22,495

What we like

  • Nippy
  • Excellent brakes
  • Easy to park
  • Fuel economy
  • Excellent level of standard kit

What we don’t like

  • Storage options aren’t class-leading
  • Headlight styling is acquired taste

Words and photos Darren Cottingham

You know a good car when, within the first 100m of driving it, you smile and let out a chuckle. Then I chuckled at myself chuckling and suddenly I was in an infinity loop of chuckling that could only be stopped by opening a rift in the space-time continuum. Fortunately the HSV GTS has all the power you need to do that!

So, before I start chuckling again I thought I’d begin this review with what I don’t like about the GTS, because once that’s out of the way with I can explain why it’s made it onto my favourite drives list. And it’s easy to do: I very much dislike the handbrake lever (I had the same issue with the SV6), and I slightly dislike the steering wheel (it’s nowhere near as nice as FPV’s offering) and the gear change action (which is not as sharp as it should be).

Minor things really, because just about everything else about the GTS is fabulous. Take a look around the outside: I love the slotted brake rotors that are the size of helicopter landing pads. Not only do they look the part behind the 20-inch deep dish alloys, they are fade-resistant and feel like you’re suddenly driving through a patch of glue.

I also like the styling — flared arches, spotlights, E-shaped cooling vents behind the front wheels, a tasteful spoiler blocking the view of the lethargic vehicle you’ve just overtaken, and the tomato soup-colour of our test car. Comforting.

On the inside it’s as good. I tested it out on some people with strong environmental leanings (my partner [Jen] and a friend I mentioned in my review of the Maxima Spec R). According to Jen it’s the nicest car I’ve had (and she likes the colour), and if we had 90 grand to spend she’d be happy to own one. According to our friend, she can ‘see the difference between her car and this one.’ Her car being a 1990 Toyota Corona.

So, a big yes from the petrolhead faction (me), and a slightly less enthusiastic but still significant yes from the tree-lovers. But that’s not reason enough (yet) for you to buy it, so let me explain more.

Press the clutch, turn the key and the engine explodes into life like a tiger on P. Slot it into first, give it some revs, feed in the clutch, then bury the throttle. There’s a physical bombardment of your senses. Acceleration from the six-litre LS2 Generation 4 V8 is brutal as I wrap the rev counter around to 6500 before snatching second, and it’s repeated again, sounding like a WWF wrestler gargling a pint of lava. If you could take it to the Autobahn, you could do this another four times and you’d hit 260+kph. 550Nm and 307kW surge through limited slip differential to the 275/30R20 rear wheels, being reined in by traction control which beeps in alarm as it fights against the laws of physics. I could do this all day, and I’d have extremely strong neck muscles. HSV claim a 4.96-second 0-100 time, but I (and it seems other reviewers) have not been able to get anywhere close to this, all of us posting mid 5 second times (we tried twice and recorded 5.57s on cold tyres, with the rear end squirming all over the place into third gear — it would have been a good 0.2-0.3 quicker had the road had more grip or we had reduced the pressure in the tyres).

Turn the traction control off and the GTS has enough wheelspinning power to set off every smoke detector in the street. This surfeit of grunt over grip would be useless if the GTS didn’t handle, but it does and it’s so controllable. A button on the dash marked ‘Track’ firms up the suspension using Magnetic Ride Control (MRC). MRC activates continuously variable damping using front and rear sensors that monitor each damper piston 100 times a second, reducing body roll.

Naturally, it would be ridiculous of HSV to give you all this power and not have the safety to match. There are dual stage airbags, side airbags and curtain airbags, plus the usual safety acronyms: Electronic Stability Control, Anti-lock Braking System, Traction Control System, Electronic Brake Assist, Electronic Brake force Distribution, and Active Head Restraints. The GTS monitors the car 30 times a second to detect situations where the car’s prodigious capability might be exceeded by a total nutcase.

On the interior a large screen functions as a reversing display showing whether there’s anything being picked up by the sensors, with areas around the edge of the screen displaying dual climate control settings and stereo presets. The trip computer displays as part of the dials. No rev limit is visible on the rev counter, but it stops at 6500.

If you’ve got $91,990 to spend there is a plethora of options from other manufacturers. But you’re going to buy the GTS because a little bit of you wants to know what it feels like to be a V8 Supercar driver. It’s HSV’s 301 modifications that turn a standard V8 Commodore into the closest you’ll get to Skaife’s office. It’s a travelling neck muscle exerciser. It makes me smile, and that’s the important thing.

Price: from $91,990 (manual), $92,990 (auto)

What we like:

  • Noise
  • Interior
  • Styling
  • Power
  • Handling
  • ‘Chuckle factor’

What we don’t like:

  • Handbrake lever
  • Spongy gearshift
  • Steering wheel could be nicer
  • Buy shares in a petrol company

Words Darren Cottingham, photos Sean Craig and Quinn Hamill

Nissan Primera SE 2007 Review

August 28th, 2007 by Car and SUV

Nissan Primera SE 2007 fq

Nissan’s UK plant in Sunderland must have been mighty pleased to hear that Nissan NZ wanted to take a load of Primeras off its hands. The 2007 Primera, while an improvement on the previous model, has failed to sell, and its future is pretty much over in Japan where its sales have plummeted.

Looking at the car, it’s not particularly pretty, but it’s not ugly either. It sinks a bit into the crowd having no immediately striking features. In fact, when I took the photos I was struggling to take any more than 15, whereas on more visually interesting cars I can easily crank off 40 or more.

On the inside, it’s a different story. The UK model is designed for the European market, which means indicators on the left hand side of the steering column, and the dials are set in a large console in the middle of the dash¦but over to the left, where you can’t see them very well.

As a medium-sized four-door hatchback, it has more than adequate space in the boot and for rear seat passengers, and if you choose the stationwagon version its 460 litres of space in the boot — or 1440 litres when the 60:40 spilt seats are folded down — is quite reasonable.

Safety features are extensive and include six airbags (front, side and curtain), active head rests, ABS with EBD and brake assist, and rain-sensing wipers. As a major point of difference in this segment, the large colour screen in the dashboard is used for a reversing camera. This is a welcome addition, but without including reversing sensors it’s a flawed solution as the camera can lull you into a false sense of security. However, it does make up for the fact that the thick C-pillar is a large blindspot.

Leather seats (with fully electrically adjustable driver’s and passenger’s seat) are standard, and have two levels of heating. They have slightly too much lumbar support for my liking, but are otherwise comfortable.

The almost horizontally aligned stereo/aircon controls are like a video game. I expected to be able to load up Pac Man and play against my passenger. Aircon and stereo readouts are clearly displayed on the large colour screen, and once you know how the controls work, they are easy to control. The steering wheel has buttons for the stereo, as well as cruise control.

The Primera comes with a similar CVT (Constantly Variable Transmisson) gearbox to the Maxima. As it’s got less power than the previous model, and less torque, this just does not work. CVT really needs grunt to compliment it and the Primera’s 103kW and 192Nm of torque are sapped by the gearbox. This means that on hilly roads, you often find the revs rise a lot while the car tries to maintain speed if you’ve got a few people in the car.

But, on windy roads, the Primera’s double wishbone front suspension and multi-link rear give it crisp handling, even if the suspension can be a bit crashy over very coarse surfaces. As long as you keep your motions fluid, the Primera will hustle along at pace.

This is a Nissan with a similar interior spec to, for example, a Peugeot 407. It has European quirkiness, but unlike a Peugeot it doesn’t quite work because it doesn’t become endearing. While the Primera will appeal to some because of its level of specification in relation to price, Nissan needs a radical redesign of the Primera for it to be a viable best-seller.

Price: from $42,495

Click this link to view Nissan Primeras for sale (opens in a new window)

What we like:

  • Handling is above average
  • Good specification level for price

What we don’t like:

  • Sluggish
  • Central position of dials
  • Stereo/aircon controls not intuitive at first (e.g. why have an ‘off’ button for the stereo when pressing the volume knob is what turns it on)

Words and photos Darren Cottingham

Nissan Maxima Spec R 2007 Review

August 21st, 2007 by Car and SUV

Nissan Maxima Spec R 2007 fq

I have a highly academic and ‘environmentally conscious’ friend who I like to bait with powerful four-wheeled weapons. Not for her the heady thrills of acceleration when a serious intellectual film beckons. Enter the Nissan Maxima Spec R to play leading man — a car less Nicholas Cage’s The Family Man, and more Marlon Brando’s The Godfather.

Team Nissan in Newmarket had made me an offer I couldn’t refuse: the Spec R, dressed in its best black tux, not the lithest looking contender, but with a huge presence and packing a powerful punch.

The Maxima’s imposing looks weren’t wasted as my friend is not a total automotive philistine. She got in the car and proclaimed how ‘nice’ it was (she tends to be short of adjectives for automotive beauty). So I baited the hook by telling her it would reach 100kph in about 6.5 seconds and it had 180 tree-hating kilowatts driving the front wheels. Oh, such a look of disdain. “But doesn’t all that just burn lots of fossil fuels.”

Bait taken, hook, line, sinker and pretty much the whole rod. “According to the yellow sticker on the window, the AA independently tested the Maxima and it only uses 8.09l/100km,” I countered, “which is probably less than your 1990 Toyota that’s done 180,000km.”

Ever the feisty one, “Imagine how economical it’d be if it didn’t have all that power”, she smugly added. “Yeah, but it would mean you would have one less thing to be annoyingly righteous about.”

Anyway, friendship over, the serious job of finding out whether this Maxima deserves the moniker of Spec R was underway. A standard Maxima Si looks like a very sensible car, so it’s satisfying that Nissan have given it a bit more excitement in the form of a body kit, larger mags and wheels (18-inch, with 225/45R18 tyres), revised suspension and a rorty exhaust.

And how that exhaust sings the song of the 3.5-litre V6. Every stab of the throttle sees all 1513kg lunge forward, and the pleasure of blasting between corners on a twisty road becomes addictive. What goes quickly must also stop, and the disc brakes with their ABS and EBD assistance are exceptional. The steering is light with not quite enough on-centre feel, and this can cause you to turn in slightly earlier than you want to — not a major for everyday driving, but it took a few kilometres to adjust to the sharp bends where accuracy is important.

The Spec R can chew through the motorway miles with ease, and showing less than 2000rpm when cruising at 100kph in sixth gear, it’s quiet. The driver’s seat hugs you like one of the family and its position is perfect. Less can be said about the rear, unless you’re under 5’10″. Tall passengers can expect to have their hair frequently ruffled against the roof lining. But, passengers generally don’t buy cars, so a quick reminder that the bus is far less thrilling or convenient will shut them up.

The best way to drive the Spec R is to take it out of the CVT auto and change the gears yourself — it’s far more rewarding, and sounds better. It has the sporty edge that you would expect from a car badged a Spec R, and you have to understand that that is what you are buying it for. Yes, the throttle response is probably too aggressive for rush hour, the interior trim is a bit cheap, and it hasn’t got the most intuitive or ergonomic switchgear, but it’s an affordable luxury car with a generous helping of power, not a prestige car. It proves that performance in a large car doesn’t always equal frequent stops at the petrol station, or require a six-figure investment. In many ways it is let down by little flaws, but for the power thirsty, the Maxima Spec R is the don of its class.

Price: from $46,995

Looking to buy a Nissan Maxima?. Click here (opens in a new window)

We like:

  • Power
  • Handling
  • Twin exhausts give a thrilling growl
  • Seats and seating position

We don’t like:

  • Engine noise thrills are dampened by CVT
  • Get better quality speakers if you’ll spend a lot of time in the car
  • Large boot let down by small aperture

Words Darren Cottingham, photos Jared ‘Clutch’ Clark

A Subaru WRX STI Version 8 Type-RA Spec C by any other name would drive as sweet

July 13th, 2007 by Car and SUV

Names of cars can achieve mythical status, and this is why teams of branding people spend millions of dollars ensuring that names like the Nissan Cedric happen as infrequently as possible. But, they do slip through, either as a result of a poor translation or a looming home-time deadline on a Friday afternoon.

Car names evoke emotions, and emotions invoke opening your wallet. So, before you’re suckered in, check out these tricks:

Car names as animals and birds

There will never be a Ford Wombat. No, it must be deadly, like the Shelby Cobra or Dodge Viper; stealthy but swift, like the Ford Puma; elegant and graceful like the Triumph Stag; efficient and ruthless killers like the Ford Falcon or Plymouth Barracuda; or it can be a prey animal as long as it’s in a noble, workmanlike, industrious way, like the Hyundai Pony, Dodge Ram, and Volkswagen Beetle.

Car names as places

Giving a car a desirable place name gives it added credibility, even if the car is bad (that means you, Hyundai Santa Fe and Pontiac/Opel Le Mans). The Americans love naming their cars after places¦usually their own places seeing as the vast majority of them only know about other countries if they’re at war with them. So, the Shelby Daytona Coupe, Pontiac Bonneville, Dodge Dakota and Chevrolet Tahoe all fit the bill.

Car names as mythical creatures

TVR do a good line in dredging up names from Greek mythology — Cerbera and Chimera, for example — but other manufacturers have also dabbled, such as the Renault Clio (Muse of History) and the various incarnations of the Phaeton (son of Helios and the Sun). They’re not making any more mythology, though, so the number of names is limited.

People’s names on cars

This one has a mixed track record. At one end we have the Ferraris (Enzo and Dino), and at the other we have the aforementioned Cedric and the Ford Edsel. Nissan kept the trend alive with the Silvia, and the Serena. It’s probably best to steer clear of names, especially ones like Rupert and Hitler.

Names in other languages

As most of the major car manufacturers are from non-English-speaking countries it’s hardly surprising that many names derive from other languages such as Lupo (wolf), Viva (alive), Astra (stars) and Ignis (fire).

Numbers, series and classes

Probably the safest, and the ultimate cop out, is to use a series of numbers or classes. Mercedes has an enormous range of classes — A-class, B-class, C-class, CLK-class, CLS-class, E-class, GL-class, M-class, R-class, S-class, SL-class and SLK-class, not to mention the AMG-tuned range. BMW has its 1-series, 3-series, 5-series, 6-series, 7-series, M-series, X-series and Z-series, and then there’s the crossover with the Z4M¦confusing! Peugeot has a monopoly on numbers with a zero in the middle, after objecting to Porsche’s use of 901-909 (hence the birth of the 911). But, they did not challenge Ferrari over their 208GT4 and 308GT4, and they would most likely leave 007 alone.

There are also overused letters — GT, RS, R, GTR, L, LX, T, etc. Adding a letter on the end often means you get one or two extra features, but it now seems more sporty or luxurious in your mind.

Names that are ridiculously long

With the plethora of initials and names, we’re presented with names that are so long that by the time you’ve finished reciting them you’ve forgotten how you started. Peugeot’s 206 GTI 180 has nine syllables without the manufacturer’s name, and don’t even go there with Subaru and Mitsubishi’s rally weapons, or anything tuned by a third party like Nismo, Alpina, Rinnspeed, Techart or Brabus.

Invented names

Jackaroo, Korando, Ceed, Impreza, Exige, Hiace, Legnum. Would an infinite number of monkeys on typewriters come up with some of these? Probably not.

Names that should never have been

A Hummer is English slang for flatulence, Pajero is often used in Mexico to mean ‘one who pleasures himself’, and Toyota’s Enima is far too close to enema. But, the popular urban legend around Chevy’s Nova meaning ‘does not go’ in Spanish is not true.

Real words

Discovery, Polo, Legacy, Commodore, Accord, Laser. Well, let’s just thumb through a dictionary until something pops up. There’s always the problem of trademark infringement or accidentally picking a name that has a non-competing undesirable product though, so prep those intellectual property lawyers!

So, you can always modify a real word slightly: Integra, Multipla, Agila, Previa, Octavia. Shove an a on the end of a word, and you’re on your way.

Are all the cool names used?,

Well, if you want to get the .com of your new car name, you’d better be prepared to make up something wacky. The more history we have, the less opportunity there is for cool new names, but the more opportunity there is for resurrecting evocative older names. With global markets naming is more complex than ever, so suddenly those numbers and codes look mighty attractive.

Words Darren Cottingham

Real words

Discovery, Polo, Legacy, Commodore, Accord, Accord, Laser. Well, let’s just thumb through a dictionary until something pops up. There’s always the problem of trademark infringement or accidentally picking a name that has a non-competing undesirable product though, so prep those intellectual property lawyers!

So, you can always modify a real word slightly: Integra, Multipla, Agila, Previa, Octavia. Shove an a on the end of a word, and you’re on your way.

Are all the cool names used?

Well, if you want to get the .com of your new car name, you’d better be prepared to make up something wacky. The more history we have, the less opportunity there is for cool new names, but the more opportunity there is for resurrecting evocative older names. With global markets naming is more complex than ever, so suddenly those numbers and codes look mighty attractive.

Words Darren Cottingham,