2011 Nissan Altima

 

Specifications prices Modifications and Image 2011 Nissan Altima
"Fun for the whole family!" is usually something promised by amusement parks and buffet restaurants. With few exceptions, that advertising come-on doesn't usually apply to family cars. Well, the 2011 Nissan Altima is one of those exceptions. Depending on which version they select, mom and dad will get some enjoyable driving dynamics from an Altima, all without subjecting the kids to a harsh ride or a cramped rear seat.

The Altima's fun factor depends largely on which engine you choose. The V6 version -- known as the 3.5 SR -- comes standard with a sport-tuned suspension that trades some ride comfort for sharper handling, making this Altima feel more like a sport sedan than a family sedan. The four-cylinder-powered Altimas are understandably less thrilling, though they are still more involving to drive than many rivals, thanks to the Nissan's communicative steering and composed chassis. As a bonus, the Altima is also available as a coupe for those who might want sleeker styling in exchange for some practicality.

Another perk of the 2011 Nissan Altima is the availability of plenty of high-tech luxury features, such as a hard-drive-based navigation system with music storage, a rearview camera, Bluetooth streaming audio and xenon headlights. Unfortunately, those features often come bundled in expensive packages, which in some cases must be paired with other packages. This often makes it virtually impossible to pick only the options you want and skip those you deem frivolous. Another potential downside are the Altima's backseats, which aren't quite as roomy as those found in the larger cars in this class. That said, most will likely find the Altima's "just right" size to be a major contributor to its relatively nimble feel.

In the final analysis, we consider the 2011 Nissan Altima to be a good choice in this very competitive segment. That said, there are many rivals worth checking out, including the well-rounded Ford Fusion, the ever popular Honda Accord, the enjoyable Mazda 6, the stylish Hyundai Sonata (and related Kia Optima) and the unknown but impressive Suzuki Kizashi. But should you ultimately choose the Nissan Altima, you'll be pleased, especially if fun in a family sedan is a requirement.

Interior & Exterior Features

All Altima sedans come with a CVT that acts like an automatic transmission but delivers power like a rheostat instead of via pre-set gear ratios. Their efforts more precisely match engine speed to power needs for greater gas mileage. 2011 Altima coupes are available with a choice of the CVT or a six-speed manual transmission, regardless of engine size.

Though some praise the Altima’s sport-tuned suspension for being firm, other think it can be a little stiff. The Altima is a nimble ride overall, agile and quick. It’s sporty but family-friendly. It’s great fun to drive, so a parent doesn’t have to sacrifice performance for comfort. The V-6 hops from zero to 60 mph in just 6.6 seconds, which is very snappy for a family sedan.

Since there is less distance between the front and rear axles, the coupe is slightly easier to handle than the sedan, but the price is a stiffer ride. The base Altima with the 2.5-liter four-cylinder is as good as ever, but recent competitors have sportier models in the same price range, if not cheaper.

The Nissan Altima's length has been shortened by 2 inches from the last model, resulting in less legroom. The sedan can still hold four full-sized adults comfortably, but legroom and headroom will be at a premium. Altima uses the best materials for its class and the design is second to none. It has a unique, aggressive personality.

ENGINE

The Altima comes with two engine choices for both coupe and sedan: a 175-horsepower, 2.5-liter four-cylinder with 180 pounds-feet of torque, and a larger 270-horsepower, 3.5-liter V6 with 258 pounds-feet of torque.  The four-cylinder is more than enough for most daily driving applications, but if you’re looking to throw a little spice into your daily driving, the powerful V6 is more than up to the task.  Transmission choices include a six-speed manual or a continuously variable transmission, which increases fuel efficiency.

On the road, the Altima receives ratings of 18-23 mpg in the city and 27-32 mpg on the highway, depending on your choice of engine/transmission.  For those who desire even more efficiency, there is the Altima Hybrid which is covered separately on this website.  These numbers allow the Altima to compete with other midsize cars like the Toyota Camry, Honda Accord, and Hyundai Sonata.

Safety

Every Altima comes standard with antilock brakes, stability and traction control, front side airbags and side curtain airbags. In Edmunds brake testing, the Altima 3.5 with 17-inch wheels (regardless of body style) came to a stop from 60 mph in about 130 feet, a performance deemed average by our testing team.

The Nissan Altima has not been rated using the government's new, more strenuous 2011 crash testing procedures. The sedan's 2010 ratings (which aren't comparable to the new methodology) were a top five stars for protection in both head-on and side-impact collisions. The Altima coupe earned four stars for frontal impacts and five stars for side impacts. In the Institute for Highway Safety's frontal-offset and side crash tests, the Altima sedan received the best possible rating of "Good."

Driving Impressions

The 2011 Nissan Altima 2.5 should be just fine for most folks. The four-cylinder is peppy both off the line and when passing power is needed. Our opinions are mixed on the CVT. Some of our editors like its smooth and responsive nature but others take issue with the way it makes the engine seem overly noisy and labored under hard acceleration. Four-cylinder cars also lack the sport-tuned suspension of the V6 model. A less engaging driving experience is the result, though you do get a more comfortable ride quality out of the deal, and the chassis is still sportier than the norm for this segment.

The V6 is a different matter. The CVT is well suited to the more powerful V6, and the sport-tuned suspension paired with precise steering makes the Altima a credible sport sedan. The coupe is available with a manual transmission, but despite this model's intended sportiness, we'd stick with the CVT, as the manual gearbox has a sudden clutch engagement and a sloppy gearshift.
reference:www.edmunds.com,www.automobile.com,www.newcars.com

2012 Nissan GT-R

Specifications prices Modifications and Image 2012 Nissan GT-R
 Nissan’s Multi-Dimensional 530-Horsepower Supercar Makes North American Debut at Los Angeles Auto Show, Set to Go On Sale in Early 2011

Entering its fourth year of availability in the North American market, the 2012 Nissan GT-R has a new look, new colors, new wheel design and, most important to fans of pure power, more horsepower under the hood. In addition, a new “Black Edition”– with unique seats, interior colors and wheels – joins the GT-R Premium model. The latest iteration of Nissan’s legendary supercar makes its North American debut that the 2010 Los Angeles Auto Show and will be available at official “GT-R certified” Nissan dealers across the United States in early 2011.

INTERIOR
The rather austere cabin of the 2012 Nissan GT-R is meant to convey an impression of performance and technology. The front seats have prominent bolsters and faux-suede upholstery inserts to keep occupants firmly located during high-G maneuvers, yet they remain comfortable during long-distance drives. The interior itself is well-constructed, with plenty of soft-touch materials, and most controls have a solid, positive feel. Opting for the Black Edition spices up the interior's appearance significantly.

The navigation screen can be used to display a variety of parameters, such as G-force during cornering, steering input, gear position and lap times. If this all sounds a bit video gamelike, there's a good reason. This interface has been designed by Polyphony Digital, the developers of the popular Gran Turismo series of driving simulation games.

Entering and exiting the GT-R takes no more gymnastic aptitude than that required by more conventional cars -- a rarity among high-performance exotics. The rear seats are much smaller and difficult to access, but they are adequate for child-sized passengers. Trunk space is commendable for this type of car, providing a deep well that can accommodate up to 8.8 cubic feet of cargo.

EXTERIOR
The newly refreshed front fascia features aggressive double rectifier fins and new integrated high intensity LED running lights. Additional plated parts are used for the headlight inner panels, enhancing the car’s strong visual presence.

The redesigned rear fascia features a lower center of gravity than the previous design, created by using asculpted lower section and extended length. Underfloor cooling performance is also enhanced and air resistance reduced by extending the rear diffuser.

In addition, cooling performance for the muffler is improved and rear downforce is increased by about 10% through use of a new rear fascia outlet and new vents on the lower rear fenders that help remove air from the rear wheel wells. Newly designed larger diameter tailpipe finishers are also adopted. Six exterior colors are available, including two new colors: Deep Blue Pearl and Jet Black. Other available colors are Solid Red, Gun Metallic, Pearl White and a limited production 4-stage metallic Super Silver.

GT-R’s newly designed, lighter weight and more rigid forged aluminum 20-inch wheels, once again manufactured by RAYS®, help improve suspension response. Knurling inside the wheels is modified to help keep the tires from slipping around the wheels under heavy acceleration or braking. The wheels also feature a new premium dark (near black) finish, which provides a high quality, high-performance look. The Black Edition features special black six-spoke RAYS® lightweight wheels in place of the Premium model’s 10-spoke design.

ENGINE
More important to GT-R fans are the changes made to the twin-turbocharged 3.8-liter V-6, which deliver a healthy 45-hp boost (to 530), and a rise in torque from 434 to 448 lb-ft. Modifications were made in the areas of boost pressure, valve timing, air/fuel mixture, and exhaust flow. Nissan claims improvements in emissions and fuel economy as well.

Nissan made improvements to the six-speed dual-clutch transmission’s “R mode” launch control; we hope they will bring 0–60 times back down into the low threes. (The company chose to reprogram the system for 2010—slowing the car’s sprint by 0.6 second to 3.8 in the process—due to transmission reliability issues.) Also of interest is a two-wheel-drive mode that prevents low-speed binding in parking lots; it activates when the car is traveling at speeds below 6 mph and the steering wheel is turned more than halfway to full lock. We’d like to see a two-wheel-drive mode we could use on the track, too.

The GT-R’s structure has been strengthened with a new strut-tower brace and another brace added behind the glove box. Chassis tweaks include modifications to the front springs, shocks, and anti-roll bar; an increased front caster angle for improved straight-line stability; a lower rear roll center; and new front brake rotors said to improve fade resistance while extending rotor life.

SAFETY
Standard safety features on the GT-R include antilock Brembo brakes, stability control and traction control. Front-seat side airbags and full-length side curtain airbags are also included. In Edmunds brake testing of a previous GT-R, we've recorded a best 60-0-mph stopping distance of 98 feet, which ranks among the shortest distances we've ever seen.

Driving Impressions

The 2012 Nissan GT-R achieves an impressive level of performance by utilizing technology rather than brute force. Instead of a large-displacement V8 that makes a burly rumble, the Nissan's twin-turbo V6 sounds like the sort of jet turbine you'd find in a sci-fi flick. All four wheels work in concert to maintain a tenacious grip on the asphalt, and the car accelerates past the national speed limit with startling immediacy. Braking is likewise as urgent and powerful.

The GT-R really shines on serpentine roads or racetracks, where its handling limits rank with the top supercars. The suspension is unfazed by speed, so the car tracks through curves with robotic precision. The steering is as communicative and responsive as we've ever experienced in an all-wheel-drive car. However, the GT-R's curb weight of 3,800 pounds keeps it from feeling as nimble as a Porsche 911.

The GT-R is much less polished in the confines of a congested city. The shift action of the transmission is clunky and loud while in automatic mode in stop-and-go traffic, and it will clatter like a racing transmission at a walking pace. When the road is open, the GT-R regains its composure, and the transmission shifts quickly and positively in automatic mode. On the whole, the transmission responds better when it's shifted manually. Road noise can be intrusive at times, but we think it's a small price to pay for the 2012 Nissan GT-R's otherworldly performance.
reference:www.rsportscars.com,www.caranddriver.com,www.edmunds.com

2011 mitsubishi outlander

Specifications prices Modifications and Image 2011 mitsubishi outlander
The latest industry trend to be spotted at the New York auto show was the incredible shrinking crossover, exemplified by the Nissan Juke and this Mitsubishi Outlander Sport. Both vehicles were making their North American debuts, having premiered at the Geneva show last month. (The Mitsubishi is known as the RVR and ASX elsewhere on the planet.)

Of the two, the Juke is the cute but weird-looking one, whereas the Outlander Sport looks more substantial. We also have to say it’s more handsome than the bigger Outlander that’s already in the Mitsubishi lineup. With an overall length of 169.1 inches, it’s just over a foot shorter than its big brother, although the wheelbases are identical at 105.1 inches.

INTERIOR
The interior of the Outlander Sport doesn’t break much new ground, but will satisfy the needs of most drivers. Our demonstrator featured some soft touch materials, both on the doors and the dashboard. The gauge binnacle had the expected tachometer and speedometer along with fuel and temperature gauges, and a between gauge information read-out to keep the driver informed of mileage, trip meters, and other such information.

Although an optional Rockford/Fosgate audio system was available; ours was equipped with a standard AM/FM/CD/MP3 head unit and six speakers. The base head unit was not capable of tuning satellite radio, but we could introduce Sirius XM satellite radio through the Bluetooth streaming audio function of our Android smartphone.

The seats throughout were covered with a black knit material that appears to wear well from our brief exposure to it. They proved very supportive during our day trips.

The rear seats fold down in a 60/40 split, and open up the rear cargo area to 49.5 cubic feet of storage space. With the seats in their normal upright position, cargo space drops down to 21.7 cubic ft.

Finally, the redundant controls and alloy paddle shift levers were a welcome touch on the steering wheel when trying to get out of our own way.

EXTERIOR
The base 2010 Mitsubishi Outlander ES model has the four-cylinder and keeps it simple, though it includes air conditioning, keyless entry, and a 140-watt, six-speaker sound system. At the top of the lineup, the luxurious XLS picks up fog lamps, steering-wheel audio controls, remote start, cruise control, and automatic climate control, plus the new FUSE hands-free link system, controlling audio and calling functions with voice commands. The GT includes, along with other appearance extras, rain-sensing wipers, heated mirrors, leather seats, bi-xenon HID headlamps, and a more powerful 710-watt Rockford Fosgate premium sound system with nine speakers and a huge 10-inch subwoofer.

The SE version can be optioned up from front-drive to four-wheel drive, complete with a locking center differential. The GT version adopts the all-wheel-drive system of the Lancer Evolution and Ralliart models, and has a knob-controlled choice of Tarmac, Snow, and Lock traction modes. With its Active Front Differential and electronically controlled center diff, the GT has nearly seamless distribution of torque between the wheels. Good, communicative steering is an Outlander hallmark, and the ride and braking feel are like those in the smaller Lancer--nicely firm.

 ENGINE
Our Outlander Sport came equipped with a 2.0-liter MIVEC in-line four-cylinder engine, which makes 148 horsepower and 145 lb-ft. of torque. By the way, in case you were interested, MIVEC stands for Mitsubishi Innovative Valve–timing Electronic Control. It’s their name for variable valve timing. Fed by a multi-port fuel injection system the EPA says to expect 25-city/31-highway. We averaged about 25 mpg during our combined city/highway loop.

Power from the four banger is sent to Mitsubishi’s continuously variable transmission, which simulates six–speed shifting while using the paddle shift levers that, in this case, are mounted on the steering column and do not spin with the steering wheel. The suspension is made up of a pair of MacPherson struts and 22 mm anti-sway bar in front, and a multi-link kit with 18 mm anti-sway bar in the rear.

Driving around presented a few challenges while behind the wheel of the Mitsubishi. With local roads swollen to capacity, rapid acceleration is a necessity when merging onto heavily trafficked thoroughfares. Squeezing the go pedal results in a high-pitched whine typically found in vehicles with CVTs. The trouble is that most of the time, the whine usually results in power to the pavement. Unfortunately, that’s not the case here. A couple of quick squeezes to the downshift lever dropped the gearing down so we could safely merge into traffic.

Leftlane’s bottom lineThere are so many good choices in this segment, some that are loaded, and others that are loads.

In our opinion, the only thing the Outlander Sport has going for itself, at this moment, is a low price. You should only consider it if you are absolutely certain that you will never make another dollar in your life that would enable you to buy one of this vehicle’s competitors.
reference:www.leftlanenews.com,www.thecarconnection.com,www.caranddriver.com

 

2011 Mitsubishi Lancer Sportback

Specifications prices Modifications and Image 2011 Mitsubishi Lancer Sportback
The 2011 Mitsubishi Lancer Sportback attempts to blend performance with utility in an affordable package, just like the hatchbacks we're used to. Based on a sporty version of the Lancer sedan, the Sportback certainly has the performance side of the formula wrapped up. And there's a fair amount of utility here, with the hatchback design offering more cargo space than the sedan. It also looks the part, with an aggressive face and a sleekly styled rear.

A new entry-level model, the ES, drops the base price by more than $2,000, making it more competitive with other hatchbacks. This also brings the trim level count to three (including the GTS and higher-performing Ralliart models) to broaden the car's appeal. Another new item this year is Mitsubishi's optional Fuse voice-activation system; it helps to alleviate some of the frustration we encountered when operating the navigation and audio controls.

There are still a few areas where the 2011 Mitsubishi Lancer Sportback trails the competition, though. Interior design is the car's main weaknesses, with a rather dreary cabin that has an abundance of hard plastic pieces. And while luggage space is substantially larger than that of the Lancer sedan, it's also worth noting that the amount of available space isn't as large as you might expect because of the raked rear window.

The 2011 Mitsubishi Lancer Sportback is a good car in concept. But when compared to competing hatchbacks like the Mazda 3, Subaru Impreza and Volkswagen GTI, it typically trails in terms of performance, cargo capacity and value. In the final analysis, the 2011 Mitsubishi Lancer Sportback is worthy of consideration because of its styling and admirable performance, but we definitely suggest shopping around.

INTERIOR
Although the exterior of 2011 Mitsubishi Lancer pursued an air of aggression, its interior design and materials tend to drag down the overall appeal of the vehicle. In general, the cabin design is a bit boring and is prey to the elements of hard plastic. Taller drivers may complain about the lack of a telescoping steering wheel and lack of support in the thigh.

The rear seats are very comfortable with a generous amount of legroom. These seats fold 60/40 to accommodate bulky items, expansion of 13.8 cubic feet of storage for a maximum of 47 cubic feet, with the Ralliart or 52.7 cubic with the GTS, that has an adjustable rear cargo floor.

The delicate operation of the navigation device touch screen seems to have been corrected by Mitsubishi Fuse voice-activation. Just like the Ford Sync system is choosing a destination or select your favorite music just a voice command away. The fuse is not as sophisticated as Sync and lacks some features and voice commands, but we still prefer the layout on the touch screen difficult.

EXTERIOR
The GTS has an available GTS Touring Package which provides serious amenities that include: heated leather seats, high-intensity-discharge (HID) headlamps, rain sensing windshield wipers and increased sound deadening and insulation.

The ES trim level is the newcomer to the Sportback, and offers a lower entry price point for those seeking Lancer fun in a hatchback configuration without breaking the bank.

The GTS model features a 2.4-liter four-cylinder and comes with your choice of a five-speed manual or CVT. The GTS is only available in front-wheel-drive, and returns 21 city, and 27 highway mpg with the CVT, and 20 city, 27 highway with the 5-speed manual. The GTS features a versatile dual-level cargo floor that folds flat and allows for 52.7 cubic feet of storage.

ENGINE
For the latest model year, Mitsubishi now offers the Sportback in not two, but three levels -- the 148 horsepower ES model, 168-horsepower GTS and 237-horsepower turbocharged Ralliart.

The range-topping Ralliart features a 2.0-liter turbo four with all-wheel-drive and a six-speed dual-clutch transmission from the Lancer Evolution and returns 17 city, and 25 highway mpg. This engine churns out a sporty 237 horsepower and 253 lb-ft of torque.

Driving Impressions

The 2011 Mitsubishi Lancer Sportback ES's 148-hp output makes it just fine for the daily commuter but will probably disappoint drivers with more spirited leanings. The GTS model is an enticing choice for buyers on a budget who are looking for more performance than in the typical economy car. Its 2.4-liter engine has adequate low-end power and a smooth, willing nature as well as unusually sharp handling for this class.

The Ralliart adds some spice to the mix with turbocharged power, sharp handling and rapid-fire gearchanges from the dual-clutch transmission. Mechanically, the Ralliart could provide plenty of thrills in the curves, but in our testing we've found its tires to be a bit too economy-minded considering the car's performance potential.

SAFETY
2011 Mitsubishi Lancer Sportback is equipped with seat side airbags, full-length curtain airbags, knee airbags for driver and stability control. anti-lock brakes are standard, battery-wheel disc brakes and rear Ralliart and GTS for the ES.

Government crash tests of the Lancer Sportback scored a perfect five stars for driver front impact protection rating and front passenger protection is rated at four stars. Side impact tests, scored five of the driver and four stars for rear passengers. Edmunds In braking tests, and Sportback Ralliart to stop 60 kmh 129 meters, a slightly longer trip than the average for this class.
reference:carmexxline.com,www.edmunds.com,www.leftlanenews.com