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2012 Rogue Review

Filed Under: 2012 Rogue by Mike — Leave a comment
February 14, 2012

For 2012, the Nissan Rogue adds a new Special Edition trim package, a 360-degree camera view and new wheel designs.

Introduction

It’s hard to stand out in a crowd, and increasingly so in the competitive class of small crossover utility vehicles. So it’s a credit to Nissan designers and engineers who have made the 2012 Nissan Rogue attract attention through a blend of interior refinement, sharp styling and agile road handling.

Based on the pedestrian Sentra sedan, the Nissan Rogue offers utility-style passenger and cargo versatility with the crisper handling dynamics of a compact sedan. Inside its cabin, the high-quality finish of the dash, doors and seats give this economy crossover a fairly upscale feel. And while exterior styling depends on personal taste, we find the Rogue one of the more distinctive designs in a segment where conservative lines rule.

The Rogue isn’t faultless, of course. Its buzzy, droning continuously variable transmission (CVT) is the only choice for changing gears, and unlike some other competitors, there’s no V6 option. The Rogue does produce decent power from its four-cylinder engine, so this shouldn’t be a deal-breaker for most buyers. But those who live in the mountains or who frequently haul their brood and gear should think twice and consider a more robust alternative. The Rogue’s rear seat neither slides nor reclines like some of its rivals, and the curvaceous Murano-inspired styling limits

rearward visibility and maximum cargo capacity.

Still, the 2012 Nissan Rogue deserves a close look among small crossovers like the Honda CR-Vand Toyota RAV4. Although the Honda and Toyota offer more cargo room and versatility, the Rogue is actually a nicer place to sit and a more engaging car to drive. Other rivals worth a look include the Ford Edge, GMC Terrain and Kia Sportage. Buyers shopping this class should spend time with several candidates, as all have specific strengths and quirks. But for a nicely appointed crossover that drives like a quick, small car, the Rogue is a solid pick.

Body Styles, Trim Levels, and Options

The 2012 Nissan Rogue is a five-passenger compact crossover SUV available in two trim levels: S and SV.

The base S comes standard with 16-inch steel wheels, folding side mirrors, cruise control, a tilt (but non-telescoping) steering wheel, air-conditioning, full power accessories, a 60/40-split-folding rear seat, a trip computer and a four-speaker sound system with a CD player and an auxiliary audio jack.

The new Special Edition package available for the Rogue S adds 16-inch alloy wheels, foglights,

rear privacy glass, a 4.3-inch-display audio screen, a rearview camera and an upgraded sound system with a USB/iPod interface, steering wheel audio controls and satellite radio.

Most of those features are standard on the Rouge SV. In addition, it gains 17-inch alloy wheels, keyless ignition/entry, upgraded upholstery, a six-way power driver seat (with power lumbar adjustment), a fold-down front passenger seat and Bluetooth connectivity.

There are two packages available for the Rogue SV. The Premium package bundles together a sunroof, automatic headlights, automatic climate control and a navigation system with a 5-inch touchscreen display and real-time traffic updates. The SL package includes Premium package features and adds 18-inch alloy wheels, xenon headlights, foglights, heated side mirrors, leather upholstery, heated front seats, an auto-dimming rearview mirror, a 360-degree camera view and a premium Bose audio system with a subwoofer.

Powertrains and Performance

The 2012 Nissan Rogue is available with either front- or all-wheel drive. It’s powered by a 2.5-liter four-cylinder engine that produces 170 horsepower and 175 pound-feet of torque, put to the ground through a CVT. In Edmunds testing, a front-drive Rogue took just 8.6 seconds to reach 60 mph — quick for a four-cylinder compact crossover.

Fuel economy is similar to most of the competition. The front-wheel-drive Rogue has EPA estimates of 22 mpg city/28 mpg highway and 25 mpg combined, while the AWD variant drops slightly to 22/26/24 mpg.

Safety

The Rogue comes standard with antilock disc brakes, stability control, front-seat side airbags, full-length side curtain airbags and active front head restraints.

In government frontal crash tests, the Rogue earned four (out of five) stars for overall crash protection, with four stars for overall frontal-impact protection and five stars for side impacts. The Insurance Institute for Highway Safety awarded the Rogue its highest rating of “Good” for frontal offset and side-impact protection and a second-best “Acceptable” for roof-strength integrity.

In Edmunds brake testing, the Rogue decelerated from 60 to zero mph in a reasonably short 121 feet.

Interior Design and Special Features

The 2012 Nissan Rogue presents one of the nicest interiors of any compact crossover at this price. Comfortable seats, intuitive controls and high-quality materials are just a few of the highlights of this surprisingly pleasant cabin. A substantial center console bin, massive glovebox and clever under-floor organizer make up for a dearth of at-hand storage nooks, however.

The Rogue’s rear-seat versatility is somewhat limited. Unlike in competing crossovers, the Rogue’s rear seats don’t recline or slide fore and aft, nor is there a center armrest. With the seatbacks upright, there are 28.9 cubic feet of storage, average for the class. Folding the seats yields 59.7 feet, still less than in its competitors. But a fold-down front passenger seat (a standard feature on the SV) does open up a length of 8.5 feet front to rear, allowing for items like

ladders, lumber, surfboards and snowboards.

Driving Impressions

The promise of crossovers lies in SUV versatility with passenger-car manners. The 2012 Nissan Rogue does one better; it drives like a car with capable handling. Road bumps and imperfections are absorbed with ease, highway stability is exemplary and handling is aided by good body control and one of the best-feeling steering systems in the class. Four-cylinder power is adequate enough, but the CVT’s constant drone at full throttle can tax ears and nerves.

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Want Power?

Filed Under: 2012 Maxima by Mike — Leave a comment
February 14, 2012

Nissan Maxima Review – What the Auto Press Says

The 2012 Nissan Maxima ranks 15 out of 19 Upscale Midsize Cars. This ranking is based on our analysis of 27 published reviews and test drives of the Nissan Maxima, and our analysis of reliability and safety data.

The 2012 Nissan Maxima may be touted as a “four-door sports car” by its manufacturer, but test drivers say the Maxima is actually a powerful family sedan that combines performance and luxury.

Reviewers love the 2012 Nissan Maxima’s powerful engine, comfortable interior and attractive exterior design, but say that the Maxima still lacks an identity among upscale midsize cars. With its continuously variable transmission and front-wheel drive, the Maxima isn’t quite worthy of sport sedan status, but that doesn’t mean it should be voted off the island. The Maxima is a competent performer that out-accelerates and out-handles many sedans at the same price point.

The Maxima is easy on the eyes as well. Car and Driver calls it, “the best-looking Maxima in a while,” but a high price of admission may make potential Maxima buyers wander to their Infiniti dealership. Although the Maxima borrows interior styling cues from its corporate cousin, shoppers looking for performance will probably be better served by Nissan’s luxury brand.

However, if you’re looking for a comfortable, front-wheel drive sedan with a hint of performance, the Maxima may suit your needs admirably. A potent V6 engine and finely-tuned suspension provide an enjoyable driving experience, just be aware that some reviewers say the front-wheel drive Maxima is prone to torque steer (a condition where engine power affects steering in front-wheel drive vehicles).

Still, the Maxima’s combination of power, bold exterior styling and near-luxury interior make it unique among midsize cars.

Maxima Performance - 8.4 (Very Good)

Power is one area where the 2012 Nissan Maxima generally beats the competition, but reviewers say that there are more athletic cars on the market. The Maxima’s front-wheel drive platform and CVT keep it from achieving true “sport sedan” status. Read More

Maxima Exterior - 8.9 (Very Good)

Nissan touts the Maxima as a “four-door sports car”, and nowhere is this more evident than in the exterior styling. Test drivers say that the 2012 Maxima has a seductive look that draws influence from Nissan’s sports car line. Reviewers are impressed. View Photos

Maxima Interior - 7.9 (Good)

The 2012 Nissan Maxima has comfortable front seats, a strong list of standard features and user-friendly cabin electronics. However, some reviewers say the Maxima’s back seats are uncomfortable. Read More

Maxima Safety - 7.9 (Good)

Both the federal government and the Insurance Institute for Highway Safety give the 2012 Nissan Maxima mixed safety scores. Read More

Maxima Reliability - NA

The 2012 Nissan Maxima comes with a three-year/36,000-mile warranty and a five-year/60,000-mile powertrain warranty. Read More

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2012 Review of Nissan Juke

Filed Under: 2012 Juke by Mike — Leave a comment
February 14, 2012
Car and Driver

FIRST DRIVE: 2011 NISSAN JUKE

This 2011 review is representative of model years 2011 to 2012.
By Aaron Robinson of Car and Driver

Besides being a type of box that exchanges money for music, “juke” is a football term, a fake-out in which a runner seems to go one direction when actually he’s headed in another. Juking is man’s work, and the little Nissan JUKE crossover is likewise targeted toward men because, well, the similarly priced Nissan Rogue crossover just isn’t.

Based on Nissan’s global B platform, which is under the Nissan Versa and Cube and Renault Clio (remember, Nissan and Renault are one), the JUKE was designed primarily by Nissan’s European studio and is a product mainly targeted at Europe. There, the B segment is red hot, and sales volumes can support all sorts of experimentation. The JUKE is also wanted in China, where the small-car segment is growing faster than mold on month-old fruitcake. Nissan’s U.S. operations decided to take the JUKE as an experiment to see if a new subsegment could be chiseled out of the already crowded crossover market.

The Other Compact Nissan Crossover
Yes, Nissan already has a four-cylinder cute ute called the Rogue that competes in a viciously contested segment with the Ford Escape, Honda CR-V, Toyota RAV4, Hyundai Tucson, and others. But that machine attracts mainly women, especially those in a family way, says Nissan’s head of U.S. product planning, Larry Dominique. In contrast, the JUKE, available in S, SV, and SL trim levels, is after “aggressive attention seekers”: read “men who are still pretty much boys (and may always be so) and who star in YouTube videos opening with the line, “Watch this!”

The JUKE, which will start within a few dollars of $20,000, or just over a grand less than the Rogue, is somewhat smaller and pitched at buyers of the Mini Cooper S, Mazda 3, and Scion tC. The wheelbase is 6.3 inches shorter than the Rogue’s, and the overall length is 20.5 inches shorter, with a substantially smaller cargo area. The downsizing is most noticeable in the rear seat, which is fairly snug. But there’s generally only one circumstance in which guys worry about back-seat space, and that one’s rare anymore.

Party in the Front
Guys like interesting hardware specs, and the JUKE has them. There’s only one engine headed to the States: a feisty (single scroll) turbocharged and direct-injected 1.6-liter four-cylinder. Transmission choices are a continuously variable automatic or a six-speed manual, the latter available only in front-drive vehicles.

It’s a small engine for a car whose lightest version starts at about 3000 pounds, but output will be “over 180 hp and 170 lb-ft of torque,” says Dominique. The company won’t reveal the official power numbers until closer to the car’s on-sale date in October. One thing we can reveal is that the JUKE doesn’t feel slow. In fact, the bells-and-whistles version we drove with a CVT and all-wheel drive JUKEs through traffic with a punchy throttle and welcome lack of turbo lag. The driver can select from normal, sport, and econ modes with the optional I-CON or “integrated control” mode selector, which tunes the throttle and transmission response and steering weight to the setting.

What’s in a Name?
The JUKE can also handle a corner. Although the seating position and the center of gravity are ratcheted up, the JUKE feels stable and eager to change direction. It shares a floorpan with the Versa but not its rear suspension. The JUKE’s rear is supported by a tangle of steel multilinks. The suspension works in concert with a sort of performance-oriented all-wheel-drive system that uses two separate electronically controlled wet clutch packs on the rear axle. The clutches distribute engine torque left or right for sharper steering response when a brace of sensors monitoring steering angle, lateral-g load, and yaw rate report that it’s needed. All-wheel drive will probably cost $1200 to $1600 extra, with a fuel-economy penalty of 1 to 2 mpg compared with the 30-mpg expected city/highway combined number for the front-driver.

On dry roads, the clutch packs on either side of the aluminum-case rear differential are clamped tight for a 50/50 torque distribution (a dash switch allows you to disable the system for two-wheel-drive running). In corners or when starting from a dead stop, the system clamps and unclamps the two sides as needed, shifting more engine torque to the outside wheels to help push the nose in the desired direction. Just as in upscale SUVs with similar systems, the net effects are a livelier helm and a distinct lack of understeer. Nobody who loves a Mini’s hyper-reactive steering will think it anything special, but a Mazda 3 owner might.

Like a Mini, the JUKE is highly stylized. The interior theme is “robobiotic” says Nissan, meaning a fusion of organic and mechanical. Maybe, but the best aspects are the motorcycle cues, such as the center console that looks like a crotch rocket’s fuel tank. The best thing the JUKE has going for it is its unique package. A small pseudo-crossover with extroverted styling, satisfying power, and competent handling at a relatively low price is territory that hasn’t been explored yet. We see a compelling combination.

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Changes for 2012 Altima Sedan 2.5/3.5

Filed Under: 2012 Altima Sedan by Mike — Leave a comment
February 14, 2012

What’s New for 2012

Other than minor feature availability adjustments, the 2012 Nissan Altima is unchanged. Nissan has also discontinued the Altima Hybrid this year.

Introduction

Sooner or later, most everyone reaches that point in life where they feel compelled to trade their stylish, fun-to-drive set of wheels in for something more sensible. What many don’t realize, however, is that cars like the 2012 Nissan Altima don’t force you to choose between those two extremes.

While both the midsize Altima sedan and Altima coupe are handsome automobiles, that’s only part of their appeal. Choose the V6-powered 3.5 SR model, for example, and you’ll get both a robust 270-horsepower V6 engine and a firmer suspension that makes this Altima feel more like an expensive sport sedan. Even without these upgrades, the entry-level 2.5 and midrange 2.5 S models offer a decidedly more engaging driving experience than you’d expect from such practically oriented automobiles.

Inside, the Altima sports an attractive and comfortable cabin. The interior can also be fitted out with upscale options like a hard-drive-based navigation system with music storage, Bluetooth streaming audio and a rearview camera. These and many other high-end goodies are bundled together in a number of different packages, meaning some buyers will be forced to shell out money for features they don’t really want in order to get those they do. Another downside to the Altima is that rear seat headroom is a bit tight in both coupe and sedan body styles.

Those issues aside, the Altima is still one of the better choices in the crowded midsize category, even though many competitors are newer designs. For those interested in checking out a few worthwhile alternatives, we’d recommend having a look at the well-rounded Ford Fusion, the roomier Honda Accord and the similarly sporty Mazda 6. Other top choices include the very impressive Hyundai Sonata (and related Kia Optima) and the European-influenced Volkswagen Passat. While it’s impossible to go wrong with any of the above, few offer the combination of driving enjoyment and everyday practicality offered by the 2012 Nissan Altima.

Body Styles, Trim Levels, and Options

The 2012 Nissan Altima is offered in coupe and sedan body styles. There are three trim levels: 2.5, 2.5 S and 3.5 SR.

The 2.5 base model’s (sedan only) list of standard equipment includes 16-inch steel wheels, keyless entry, air-conditioning, cruise control, full power accessories, a tilt-and-telescoping steering wheel and a trip computer. There are no options offered here, not even a stereo, though the interior is pre-wired with four speakers. The 2.5 S trim, which can be had on both body styles, adds 17-inch alloy wheels (coupe only), keyless ignition/entry and a six-speaker sound system with a CD player and an auxiliary audio jack.

Available options include a new Value package that comes with automatic headlights, Bluetooth, an auto-dimming rearview mirror and a leather-wrapped steering wheel with audio controls. The Special Edition package adds alloy wheels, automatic headlights, foglights, a rear spoiler and a leather-wrapped steering wheel with audio controls.

Many of the following optional packages serve as requirements for more expensive packages, making getting what you want a bit tricky. The Convenience package (sedan only) includes much of the equipment from the Value package but also gains a power driver seat. The Convenience Plus package (sedan only) adds mirror-mounted turn-signal repeaters, a sunroof and dual-zone automatic climate control. The Premium Audio package (sedan only) adds a rearview camera and a nine-speaker Bose stereo with satellite radio and an iPod interface. The Premium package (coupe only) combines all the options above.

The 2.5 SL package for the sedan adds leather upholstery, heated front seats, an auto-dimming rearview mirror and rear A/C vents. On the coupe, the SL package is essentially called the Leather package; it lacks rear A/C vents but gains xenon headlights.

Standard equipment on the top-of-the-line 3.5 SR model includes a V6 engine, 17-inch alloy wheels (18-inch on the coupe), a sport-tuned suspension, heated side mirrors and the contents of the 2.5 S Convenience package. The 3.5 SR Sport package (sedan only) adds xenon headlights, foglights, a sunroof and dual-zone climate control. The 3.5 SR Premium package (offered on both coupe and sedan) combines all the items in the 2.5 S coupe’s Premium package, SL package and Premium Audio package.

The Technology package can be added to all 2.5 S and 3.5 SR models and includes a hard-drive navigation system with real-time traffic and weather updates, digital music storage and Bluetooth streaming audio capability.

Powertrains and Performance

Under the hood, the front-wheel-drive 2012 Nissan Altima can be had with one of two engines. All 2.5 models get a 2.5-liter four-cylinder that generates 175 hp and 180 pound-feet of torque. A continuously variable automatic transmission (CVT) is standard on all sedans, but it’s optional on the coupe, which has a six-speed manual standard. In Edmunds performance testing, a 2.5 S sedan sprinted from zero to 60 mph in a respectable 8.5 seconds. EPA-estimated fuel economy for the 2.5-liter engine is 23 mpg city/32 mpg highway and 27 mpg combined with the CVT, and 23/31/26 mpg with the manual.

The sportier 3.5 SR is powered by a 3.5-liter V6 that produces 270 hp and 258 lb-ft of torque. The transmission choices are the same. In our tests, a 3.5 sedan went from zero to 60 mph in 7 seconds, while the 3.5 coupe did the same sprint in 6.7 seconds with the CVT and 6.5 seconds with the manual. EPA numbers for the 3.5-liter V6 are 20/27/23 mpg for the CVT and 18/27/21 mpg for the manual.

Safety

Every 2012 Nissan Altima comes standard with antilock brakes, stability and traction control, front seat side-impact airbags and side curtain airbags that cover both rows. In Edmunds brake testing, most Altimas regardless of body style came to a stop from 60 mph in about 130 feet, a number that’s a bit longer than average for the category.

In government crash tests, the Altima sedan received an overall safety score of four stars (out of a possible five), with a four-star rating 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.”

Interior Design and Special Features

Inside, the 2012 Nissan Altima’s passenger cabin offers top-quality materials and attractive, if a bit plain, styling. Up front, Altima coupes feature nicely bolstered sport seats in place of the sedan’s flatter front buckets. Both the Altima coupe and sedan offer a bit less rear-seat head- and legroom than some of their competitors, though it’s really only an issue in the coupe and even then there’s enough space to squeeze in a couple of adults for a short trip.

Gauges and controls are simple and uncomplicated, even when it comes to the available navigation system. Most other top family sedans have caught up to the Altima in regards to technology features, though the Altima still has an impressive collection, including its hard-drive-based navigation system and Bluetooth streaming audio.

Sedan models have a good-size trunk with 15.3 cubic feet of cargo room. Altima coupes buyers will have to make do with a significantly smaller 8.2-cubic-foot cargo hold.

Driving Impressions

Which 2012 Nissan Altima model is right for you depends a lot on your expectations. The four-cylinder engine under the hood of 2.5 models feels lively enough that it should be more than adequate for a majority of buyers. The CVT pleased several of our editors with its smooth and responsive performance, while others felt it made the engine seem noisier under hard acceleration. The suspension here is biased toward ride comfort, though handling doesn’t suffer all that much for it. On the highway, the Altima’s ride quality never feels harsh or busy, and wind and road noise are muted.

The V6-powered 3.5 SR is another matter altogether, with strong acceleration that’s better complemented by the CVT than the rather unrefined six-speed manual. This powertrain, combined with the sport-tuned suspension and precise steering, makes this model the best choice for driving enthusiasts.

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