Nissan Xterra

Nissan Xterra

Nissan Xterra

The Nissan Xterra is powered by a 4.0-liter V6 generating 261 horsepower, paired with either a five-speed automatic or six-speed manual. It's available in three trim levels: X, S and Pro-4X. The first two are offered in either rear- or four-wheel-drive versions, while the Pro-4X is offered in 4WD only. The entry-level X comes with full power features, air-conditioning, keyless entry and a six-speaker stereo with CD player. The S adds alloy wheels, step rails, a multi-adjustable driver seat and an easy-to-clean cargo area with enhanced tie-down points, while the Pro-4X model includes off-road tires and shocks, a locking rear differential and optional leather upholstery.The Xterra doesn't deliver the sharp handling a crossover SUV might, so if you never plan to leave the street, there are better compact or midsize SUV choices. But if trail-busting (or looking like a trail buster) is your thing, you can't do much better than the Xterra at this price point.

Nissan Xterra

 Nissan Xterra

Nissan Xterra

Nissan Xterra

Nissan Xterra

Nissan Xterra

Nissan 370Z

Nissan 370Z

Nissan 370Z

The Nissan 370Z is available as a hatchback coupe or a roadster (convertible). The coupe offers three trims: base, Touring and Nismo. The roadster comes in base and Touring. Each comes with the most powerful Z-car engine ever, a 3.7-liter V6 that cranks out 332 horsepower and 270 pound-feet of torque. Power is sent to the rear wheels through a six-speed manual transmission or a seven-speed automatic.Base models feature 18-inch wheels, automatic climate control, keyless ignition/entry, a leather-wrapped steering wheel and a CD stereo with steering wheel controls. Touring models add leather and faux suede upholstery, power heated seats, Bluetooth, and a Bose audio system with a six-disc CD/MP3 changer and satellite radio.The track-focused 370Z Nismo includes a performance-tuned V6 (350 hp), 19-inch forged aluminum wheels and high-performance tires, a limited-slip rear differential, stiffer suspension tuning, upgraded brakes, unique front and rear fascias, a larger rear wing and special Nismo interior trim details. If that's too much, one could just opt for the available Sport package (also available on the roadster) which adds larger wheels and tires, spoilers, a limited-slip differential, upgraded brakes and a rev-matching "SynchroRev" feature for manual transmission equipped cars. An optional navigation system is also available on Touring models.Once underway, it's easy to maximize the 370's sharp performance. The high-winding V6 is gutsy, though you'll know you're approaching the 7,500 rpm redline when the engine starts to sound and feel coarse.

Nissan 370Z

Nissan 370Z

The 370's tenacious grip and sharp reflexes make it the best-handling Z yet, and its ride quality is also more civilized than the 350. It's an improved choice for commutes and long drives, although it transmits an extraordinary amount of road noise, which can grow tiresome on such journeys.Enthusiasts and novice stick-shift drivers alike will appreciate the optional SynchroRev rev-matching feature, which ensures super-smooth gearchanges by automatically matching engine speed to wheel speed. The quick-shifting seven-speed automatic will also likely impress buyers.Despite its all-around competence and slew of strengths, the Nissan 370Z's less practical sports car attributes limit its daily usefulness. There's only room for two passengers of course, and its cargo area design limits visibility and utility despite a space-saving rear strut brace. If you need more room for people and their stuff, other "2+2" sport coupes might serve you better. But for those who prize speed over space, it's hard to beat the performance heritage of the Nissan 370Z.

Nissan 370Z

Nissan 370Z

Nissan 370Z

Nissan 370Z

Nissan 370Z

Nissan 240SX

Nissan 240SX

Nissan 240SX

The early to mid-nineties were the golden age for Japanese sport cars. Seemly every year a new sports car from the Land of the Rising Sun would arrive onto the shores; Supra, Eclipse, Celica, 300ZX, and RX-7 to name a few. While those cars did not have the sound and torque of domestic V8s, people them loved as they were affordable, well built, and simply fun to drive. One of those vehicles was the Nissan 240SX. The 240SX came onto American shores in 1989 as a two-door coupe and a three-door hatchback. Both vehicles were based on Nissan’s S RWD Platform and were sold as two different vehicles in Japan; the Silvia (Coupe) and the 180SX (Hatchback). The biggest differences between the cars sold in Japan and United States were engines and the coupe having a different front end.Powering the 240SX in North America was a 2.4L SOHC inline 4-cylinder code-named KA24E; the same engine as used in the Hardbody pickup truck. The KA24E produced 140 HP and 152 lb-ft of torque and could be connected to either a five speed manual or a four speed automatic. Four-wheel disc brakes were standard across the whole range while anti-lock brakes came on the SE models, along with power windows and aluminum wheels.1991 brought minor changes for 240SX which included revised styling and a new 2.4L DOHC inline 4-cylinder called the KA24DE which increased the horsepower and torque to 155 and 160 respectably. Also new was a sports package which included ABS, a limited-slip differential, and Nissan’s HICAS four-wheel steering. A 240SX convertible, exclusive to the US market, was introduced in 1992. The coupe and hatchback would leave in 1993 while the convertible would stick around one more year.In 1995, Nissan introduced a redesigned 240SX. Offered only in a coupe, Nissan made major changes to exterior, interior, and chassis. The coupe would still use the KA24DE engine and the five-speed manual or a four-speed automatic. ABS and limited-slip differential were optional. Minor changes to the front end which included the front bumper, hood, fenders, revised taillights and center panel came in 1997. 1998 would be the final year for the 240SX, with the last one rolling off the line July 23, 1998.Finding a 240SX in decent shape is becoming impossible. Most 240SXs are modified into high horsepower monsters or drift machines, and the JDM SR20DET is commonly swapped. All the power-train combinations available on the 240SX, including the SR20SET, are known to be very durable but it is anyone’s guess what a Fast and Furious-inspired teenager is capable of. Be very careful with looking at modified SXs, for the few cleans ones there is a dozen butchered ones.A clean and stock 240SX does show up from time to time, such as this 1991 Nissan 240SX hatchback located in Pennsylvania. This vehicle has 118,571 miles and the body seems to be in good condition with no signs of rust. The interior is clean and doesn’t show much wear for its age. Since this is a 1991 model it has the more desirable KA24DE engine. Unfortunately this car also has the optional 4-speed automatic which lessens the fun aspect but swapping in a manual transmission is more rewarding than un-pimping. The current bid stands at approximately $2700.00 with the reserve not met.

Nissan 240SX

 Nissan 240SX

 Nissan 240SX

 Nissan 240SX

 Nissan 240SX

Nissan 240SX

Nissan Sentra

Nissan Sentra

Nissan Sentra

The 4-door Nissan Sentra sedan has been produced since 1999 in Mexico. In 2003, it under went modernization. The look of the vehicle was slightly changed to resemble the latest Nissan models, such as the Titan pick-up. The Sentra is driven by a 4-cylinder 1.8-liter 126 hp engine. A 2.5-liter 165 hp unit in the 2.5 S and in the sports SE-R versions, and a 175 hp plant in the SE-R Spec V version, are also available.

Nissan Sentra

 Nissan Sentra

 Nissan Sentra

 Nissan Sentra

 Nissan Sentra

Nissan Sentra

Nissan gtr

Nissan gtr

 Nissan gtr

A coupé followed in 1971 and a replacement model, with production limited to 197 units, in 1973. And that was the end of the GT-R until a Skyline more like the one we know appeared in 1990, with a twin-turbo straight six.Homologated to let Nissan go racing, the R32 was claimed to have 280bhp, as were the R33 (1994) and R34 (1999) successors. GT-R buyers in the UK should beware – there are plenty of imported GT-Rs floating around on the used market of greatly varying quality. We’d prefer to stick to the cars brought across by Nissan itself, and that’s what our test is based on.When we tested the 473bhp grey-imported GT-R it caused quite a stir; it demolished pretty much every challenge we laid before it, including being crowned the winner of our annual Best Driver’s Car shootout. The official 523bhp version of the car turns the GT-R into a super supercar.The GT-R has always had price on its side. It’s not a cheap car: it’s better value for money than cars that are seemingly as fast, and it can outperform cars of a similar price. Seems too good to be true.

Nissan gtr

 Nissan gtr

You may think that the Nissan GT-R is a triumph of function over form, but while it has been designed largely by need, there is more to the exterior styling of the GT-R than you would initially credit.Certainly there’s no mistaking it for something else and, because this is the first GT-R not based on a mass-market vehicle (hence the absence of the Skyline tag), it has been designed with more freedom than previous GT-Rs. Hiroshi Hasegawa, Nissan’s chief product designer, says “it is clearly not an Italian, German or American car” and that “it’s very mechanical, almost like an animated robot”, and is “obviously made from metal”, thanks to its big shoulders and hefty muscularity. Those features help place this wide car and contribute to an excellent drag coefficient of 0.27. There are also cues from previous GT-Rs. The round rear lights are a continuation of the lineage and the front grille is reminiscent of the most recent model, the R34.To most observers it is not a car that elicits 'oohs' and 'aahs' of admiration for its beauty, but there is no doubting in anyone's mind that, on laying eyes on the GT-R, everyone will know that it is a car with very special levels of performance on tap.For those wishing to fully exploit this performance in a suitable environment, Nissan introduced the Track Pack option for the GT-R in 2012. For another £10,000 over the standard car, the Track Pack features firmer springs, lighter Nismo wheels and improved brake cooling.Nissan has also removed the rear seats, saving a total of 20kg when combined with the new alloys. The drivetrain is carried over to the Track Pack unchanged.

Nissan gtr

 Nissan gtr

The interiors of Nissan GT-Rs of the past have always been a somewhat secondary consideration. The same applies to this version to a certain extent, but there’s a sophistication to the modern GT-R’s cabin that was absent in earlier versions.And even if the quality of the materials in this new car can’t match the best that European rivals have to offer, there is an endearing Japanese efficiency and even a degree of charm to the way the GT-R does things.The bewildering array of screens and data readouts on the centre console are matched by a similar number of switches and buttons – they could only come from Japan, as, too, could the choice of metal-look plastic trim on the fascia and doors.Nissan hasn’t pandered to European conventions, and the GT-R’s cabin is all the better for it. This isn’t a car that’s looking for the panache and lushness of something like a 911, it’s meant to be a technological tour-de-force and to that extent Nissan has done a good job with the cabin.The GT-R’s front seats are spectacularly good, and although one of our testers suffered mild back ache after driving a considerable distance, it wasn’t a common complaint and is as likely to be induced by the ride as by the seats. The driving position itself is easily electrically adjusted, while the wheel – brilliantly sized and sculpted – adjusts amply for reach and rake.This is a four-seater, but even Nissan admits the rear seats are best for kids, and when that happens you know you’re in for a squeeze. Head room is at a premium and rear leg room almost disappears if the driver’s seat is set comfortably for anyone over 6ft tall. The boot is big enough for two sets of golf clubs but the access hatch is small.

Nissan gtr

 Nissan gtr

It’s difficult to know which impresses most: the outright level of performance the Nissan GT-R offers or how accessible it makes it. The latest version of this constantly updated car delivers 523bhp and a 0-60mph time below three seconds.No wonder, then, that this is a car in which it’s easy to go incredibly fast. This is partly due to the traction advantages of all-wheel drive and the GT-R’s clever torque-shuffling differentials, and partly to the dual-clutch gearbox. One of the three dashboard-mounted toggle switches alters the gearbox mode from Snow to R, changing the shift speed and pattern, while sliding the gear lever or pulling on the wonderful fixed paddles switches the ’box from automatic to manual.Manual (in which the GT-R will not kick down) and R (which lets the engine run to the limiter) offers the best control for track driving or on roads you know well. But in other, more give and take conditions the automatic mode works a treat.In R mode its ability to judge and deliver jerk-free downchanges is exceptional and gives a level of on-demand performance more akin to a big V12 than a relatively small-capacity turbocharged engine. The transmission’s party piece, though, is full-bore upshifts.It’s not without fault, though. Because there’s no creep function, parking needs a very gentle touch on the throttle. And tight manoeuvring produces wince-inducing noises from the diff when it’s cold. However, it’s pretty much as easy as any other Nissan to dawdle around town in, if you can live with the stiff ride.The brakes, by contrast, are beyond criticism, providing a reassuring ability to shed speed, despite the GT-R’s weight, needing just 40.9m to stop from 70mph. Almost more impressive is the excellent pedal feel and response. 

Nissan gtr

 Nissan gtr

You only have to look at the Nissan GT-R’s lap time around our dry handling circuit – only just shy of the Ferrari 430 Scuderia and Porsche 911 GT2, despite its inferior power-to-weight ratio – to realise that it has one or two tricks in its handling bag. Traction is just one, but then you would expect that from the GT-R’s broad tyres and all-wheel drive. More than any other element, what gives the GT-R its staggering pace is remarkable stiffness, not just in the suspension set-up but the shell construction. Over bumpy roads and even in its Comfort setting – softened from the Japanese spec – the ride is reasonably busy.Although the body is moving around, you can sense the rigidity in the shell. On a smoother surface and with the suspension either in Comfort or R mode, the GT-R can use this rigidity to generate incredible lateral grip.  Although the GT-R excels on almost all road surfaces and conditions, and is, for a heavy car, impressively agile through slower corners if you’re prepared to bully it a little, it is more at home on wider roads and through sweeping corners.The steering takes a little getting used to; at 2.6 turns lock to lock it is quick and relatively lightly weighted, but it is exceptionally accurate and communicative when the limits of adhesion approach.The changes incorporated into the Track Pack subtly enhance the GT-R package to make it more playful at the limit; ideal for those wishing to regularly use their car on a circuit. The extra brake cooling has genuine benefits, with the non-carbon rotors refusing to fade after sustained track abuse.Whether from behind the wheel or standing by the roadside, it is impossible not to be anything but blown away by the sight or feel of a GT-R on maximum attack; its ability to grip and channel horsepower to the road is quite astonishing. The trouble is that to get the most from it you really need to be on a track; use anything more than 40 per cent of its capabilities on the road and you’re travelling way faster than you should.

Nissan gtr

Nissan gtr

Nissan

Nissan

 Nissan

 Nissan

 Nissan

 Nissan

 Nissan

Nissan