Nissan JUKE NISMO - Affordable Little Piece of the Racetrack

The Nissan JUKE is a strange little animal. It's a sporty compact crossover, with wheels at the corners and a high window line. Its face is not pretty. But it's practical, seating four and carrying nearly 36 cubic feet of gear when the seats fold flat.

NISMO stands for NISsan MOtorsports (just like BEVMO stands for Beverages & More). For nearly 50 years, this engineering group within Nissan has been specially tuning cars for racing, including the GT-R sports car for Japan's Super GT series. By bring the special look and tuning of NISMO vehicles to the JUKE, it's now possible for car enthusiasts of modest means (young) to have fun out on the streets without breaking the bank.

The JUKE NISMO contains nearly 100 changed parts compared to the standard car. Notably, the body wears aerodynamic enhancements, including adjustments to the front fascia and grille and sweeping side skirts. The tail wears a body-colored liftgate spoiler and fascia diffuser. Red is applied strategically to make an impact--it's even in the O of NISMO.

The lightweight alloy wheels on the JUKE NISMO are 18-inchers -- an inch larger than the standard JUKE's, and their spokes are sprayed a two-tone gray to go with the three available body colors -- black, white and silver. This is a serious racer, so no pretty shades, although the deep Sapphire Black of my test car was handsome in a manly way.

Inside, everything is geared to giving the driver an in-control feeling. The deeply bolstered, suede-covered buckets hold you in place. They feature NISMO badging embroidered into the seatbacks and red stitching. The ceiling is black, and there are soft sueded door panels, and piano black accents on the dash. The panels themselves have a round, "inflated" look, so despite the appearance of intense racing, there's a pleasant, comfortable feel sitting there. And, of course, there are more red accents, including a red section at the top of the leather and alcantara-wrapped steering wheel--a racing tradition of showing "top dead center" at a glance to busy drivers.

My tester had the Navigation Package ($1,170), which included a small-screen Nav system that I was able to confuse for a while while descending a parking lot ramp. The Rockford Fosgate ecoPUNCH premium audio had plenty of bass response, thanks to a subwoofer, but working its small screen took some care. Once I had my favorite XM and FM stations programmed in, I controlled everything from the fully-featured wheel.

NISMO is a performance-driven organization, so there are some real enhancements to the JUKE wearing the NISMO badge. The suspension, steering and transmission are adjusted for a sportier feel. In addition, the I-CON system lets you select Normal, Sport or Eco settings. Normal is fine for all driving, but Sport adjusts the steering for quicker response, firms up the road feel and with the automatic, adjusts the shift feel. I found myself in Normal most of the time and even that setting is more sporty than a standard Juke.

The JUKE NISMO carries a 1.6-liter direct injected inline four-cylinder engine under its bulging hood. It puts out 197 horsepower and 184 lb.-ft. of torque for the NISMO, The standard JUKE has 188 and 177 respectively. Direct injection is a fuel delivery technology that enhance engine performance and is becoming more common in the auto industry today, as manufacturers look for ways to maximize performance of smaller engines, so they can use them raise fuel economy.

The NISMO folks lowered the car an inch -- it's not only more hunkered-down looking but that creates a tighter fit between the wheels and wheelwells, for better aerodynamics.

JUKE NISMOs come with either front-wheel drive and a six-speed manual (like my test car) or all-wheel drive and the XTronic continuously-variable automatic.Manual shifting is more fun, in my opinion, but, as always, it's a bit more of a chore in commute traffic. The lever moves precisely so I never caught the wrong gear.

Regarding fuel economy, the manual version is rated slightly higher than the AWD with auto (probably because of the additional weight of the automatic): 25 City, 31 Highway, and 27 Combined. I averaged 28.9 mpg during my test week. That is not the highest fuel economy a compact hatchback can deliver, but the JUKE NISMO is not your ordinary little car. The EPA gives it a 5 for Smog and 7 for Greenhouse Gas -- a little better than average.

It's fun to take this little car around. At just under a ton and a half, it stays pretty smooth on the freeway, despite its short 99.9-inch wheelbase. It sticks nicely in the turns, and hums along with the 1.6-liter on the boil. Even nicer, it's highly practical, too, and takes in a tall upright bass with no problem, sliding easily along its flat, carpeted cargo hold. In the FWD models, there's hidden storage under the cargo area, too.

It's hard to find complaints. My wife wasn't keen on having to climb into the deeply-bolstered passenger seat. The sunvisors are short when used on the side (and don't slide). The XM Radio listings are truncated so you can't see the year of most songs on the oldies channels. That's about it, though.

Pricing for NISMO-equipped JUKEs starts at $23,780 for the FWD/manual models, and $26,080 for the AWD/automatic version. Just for comparison, the base S model JUKE (which comes only with the CVT automatic) is $19,780.

In the highly-competitive auto industry, it's essential to distinguish your products from the others -- in the right way. Nissan has some "interesting" styling, and the JUKE NISMO has the fun factor dialed up high. You don't need to spend a lot to own a little piece of the racetrack, and get nearly 30 miles per gallon as you race around your neighborhood.

Read about the standard JUKE here.

Nissan Versa Note - Entry Level Never Looked so Good

The Versa is Nissan's lowest-priced car. Assembled in Mexico, it leads the pack of entry transportation modules, too, and it's no surprise. The previous Versa hatchback and sedan provided a lot for the money, giving upstart Hyundai and Kia a real contest.

Well, nothing stays constant in the car business (or anywhere else, it seems these days), so for 2013, Nissan brought in a brand-new Versa sedan. It was nice enough, but not that exciting. The 2014 Versa Note is something different, though.

Called simply the Note in other places it's sold, it's a five-door hatchback--a very useful configuration. It has the kind of eye-catching look that you'd find on, say, a Mazda3, with plenty of motion and character. My test car, in a bright, unpretentious metallic blue, seemed happy to be a car.

My first look at the Versa Note was when I saw the back of one on a transporter truck on the freeway next to me. It looked different--but sort of familiar, too. Then, I went by a dealership and took one out on the road with a friendly salesman. But my blue test car was mine for a week, and I took it all over the place.

Despite driving cars as exotic as the BMW M6 I had in April, there's nothing like a simple, straightforward little car. Despite its modest 109-horsepower 1.6-liter engine with 107 lb.-ft. of torque, the Note sings just fine out in traffic. The electric power steering delivers safe, secure, and responsive steering. The transmission, a continuously-variable automatic favored by Nissan in many of its cars, takes care of business. The brakes, front disc and  rear drum, have antilock, Electronic Brake force Distribution, and Brake Assist--modern technology that gives you confidence out there in the driving jungle.

The Versa has always been an economical car. The new one, with the CVT transmission, averages 35 mpg, with 31 City and the coveted 40 mpg Highway, per the EPA. I got 32.6 mpg, still better than most cars out there. And the the EPA's fueleconomy.gov website gives the Note a 6 for Smog and a sensational 9 for Greenhouse Gas. It's SmartWay approved.

The basic car, the "S" model, comes with a five-speed manual transmission and some worthwhile items. It also offers a low base price of under $14,000. Step up to the S Plus and get the CVT automatic, as well as cruise control and an interesting and unusual feature - Active Grill Shutter. This controls airflow for slightly better aerodynamics--which means better fuel economy, too. The SV is the likely bread-and-butter model, with power windows and locks, keyless remote, Bluetooth, a leather steering wheel, and more. It starts to feel fancier at that point.

My test car was the top-level SL, with the SL Package ($1,700) and SL Tech Package ($800.). That $2,500 give the car everything you'd want short of a true luxury rig. You get nice 16-inch alloy wheels, fog lights, and variable intermittent wipers outside. Inside, enjoy Sirius Satellite Radio, a USB port for your iPod, heated front seats, and even a rear-seat armrest with cupholders.

The SL Tech Package adds a 5.8-inch color touch-screen display for navigation and also a ton of amusing electronic features normally found in cars higher up the food chain. You can even order Nissan's "Around View Monitor," which works along with the rear view camera to give you a bird's-eye view of your car for excellent parking.

I tried out the Navigation system and Satellite Radio, but never got around to using the hands-free text message assist. Apparently, it will read your messages to you. I'm sorry I didn't get to it, because if it's like the one on my wife's voicemail at work, it makes a lot of hilarious machine-brain-only mistakes.

From $14,800 for the S to $19,280 (including shipping), you go from basic to super. $20,000 is now the starting price for a car with modern electronics--and most people expect those features in any car today.

One nice little item was the Divide-N-Hide rear floor. Working something like an old-fashioned Monopoly board, a hard panel sits at exactly liftover height to make a flat floor when the seats are down, for easy loading. If you need more height, pull and fold it (it explains the process right there in the car) and you've got more space. If you like that space to be private, lift up a corner of the floor and stash a briefcase or laptop out of sight.

I wasn't expecting greatness for the price and market position, but I came away thinking, "I could live with this one for a long time." I got listenable sound from the audio system, high fuel economy, incredible rear seat leg room (shockingly like a limo), modest price, and effective upright bass hauling ability, and the car was actually enjoyable to drive. You can pick colors such as Metallic Peacock and MorningSky Blue to stand out.

It's never been so good at the bottom of the market as it is today, especially at the top of the bottom like my Versa Note tester. This is what the family car looks like in some countries, and it's a great way to keep it modest without pain.

Nissan Pathfinder - On a New Track

As an answer to Ford's Explorer, the original Nissan Pathfinder, based on Nissan's successful pickup truck, moved people with sport and utility.

Now, more than 25 years later, the fourth generation of 2013 moves from that truck platform to a unibody--becoming, essentially, a crossover. That's what the market is doing, too, so the timing is right. The unibody, along with other thoughtful decisions, drops weight by around 500 pounds from the old vehicle--so it is more efficient, especially with its 3.5-liter V6. It has only six fewer horsepower than the '12's larger, heavier 4.0-liter V6, adding to the fuel efficiency--or posted fuel efficiency.

As it turns out, the EPA ratings are 19 City, 25 Highway, and 21 Combined for the four-wheel-drive model (add 1 mpg for the two-wheel-drive version). I got 17.4 mpg in my week of travels. The EPA's environmental ratings are 5 for Greenhouse Gas, and a 5 for Smog, too.

To me, the Pathfinder feels large--certainly bigger than the original model. Nissan's new styling departs from the angularity of truck-based SUVs and delivers some of the molded and finessed lines of the Altima and Maxima sedans. This is a period of greater styling enthusiasm throughout the industry, so there are no more plain cars to buy. Up front is a wide, shiny chrome grille--a little retro--and the roof wears a handy rack. My Arctic Blue Metallic tester had the optional cross bars, so the rack would actually be useful for transporting luggage and not to look jaunty.

My tester, at 4,471 pounds, moved smoothly with the 3.5-liter V6. Nissan installed an XTRONIC continuously variable  automatic transmission, and with that, the car's computer can calculate exactly which ratio will work best for cruising, climbing, accelerating, or wherever the car takes you.

If you have any plans of actually using the Pathfinder offroad, there's a handy dial on the console for the 4X4i intuitive four-wheel-drive system. You can pick two-wheel drive for the most efficient travel under normal conditions. Set it to Auto mode and let the computer decide if four-wheel traction is needed, or, under real climbing or snowy/muddy/icy conditions, lock it into full-time four-wheel drive. It's easy.

What this car will do very well is carry families around. Crossover SUVs are the station wagons of today (you have to be of a certain age to even remember those big, full-size Chevy, Ford, Chrysler, Dodge, Rambler and other wagons that carried people in the 1950's to 1970's. Today, of course, you can take your videos with you, and my tester--the top-of-the-line Platinum model--had the Platinum Premium Package ($2,300), so the front-seat headrests contained screens for the second- and third-row folks to view videos. You get two pairs of wireless headsets and a wireless remote to give those back seat riders all the comforts of home.

The Pathfinder offers three-row seating. I never rode anywhere but the driver's seat, but my full-grown, six-foot-tall son told me that the second row accommodations had plenty of legroom, but that the lower cushion felt too low, and that his knees rode too high. The third row, however, is easy to access, because the middle row folds and slides out of the way, thanks to Nissan's EZ Flex Seating System.

My tester, loaded with everything imaginable, had Nissan's AroundView Monitor, which displays what's behind you when you're backing up, but beside it is an image of your car--from above! You can see the cars parked next to you and anything else--including children, Big Wheels, pets, boxes, planter boxes. It's almost impossible to run over something in this car.

I commuted in the Pathfinder, and that's where I got familiar with the interior. There are good sight lines, a pleasant, light-filled Almond space with soft-looking dash and doors (made of hard plastic), and jaunty angled door handles. The chrome-in-silver settings were posh. It sounds like a bad stereotype, but this new Pathfinder feels more feminine. It's a good chance that the driver will be female--a mom or just an adventurous woman with lots of friends--but there's nothing left that's truckish here.

Pathfinders come in four ascending levels: S, SV, SL, and Platinum. No car leaves the factory these days "stripped," but I know that my Platinum model was the big cheese here. If your interests are about moving people and gear, you don't need more than the S. It has a urethane wheel--the other models get leather. There's no Bluetooth. The seats are cloth in the S and SV--not leather. No satellite radio in the S. It doesn't get much in the way of option packages. But the Platinum is loaded--from it's 20-inch alloy wheels up.

Maybe "stripped" has taken on a new meaning. Every car has air conditioning, power windows, locks and mirrors and some kind of audio system these days. I'm guessing that they don't sell that many S models, with so many other modern conveniences like Bluetooth missing, but the price is surely a factor--both for affordability and for advertising. It starts at only $28,650. All four models offer two- or four-wheel drive, so the top model is the four-wheel-drive Platinum, like my test car--at $41,150. My tester came to $44,395 with its extra package and shipping.

That puts the Pathfinder in plenty of company. Built in Smyrna, Tennessee, it's big, comfy, attractive and wears the latest styling. Nissan has every reason to expect further success. I just wish it could get more than 20 miles per gallon.

Nissan Sentra Steps Up

There are many compact cars on the market today. They are perfect for most automotive tasks. The differences are in how they look and feel--and what they cost.

The Sentra has been Nissan's compact competitor for three decades. It originated when the Datsun brand started being called Nissan--the company's real name--in the early 1980s. That naming convention remains with the Altima and Maxima, but there was a slightly larger Stanza around for a while, too.

The 2013 Sentra takes a step up, borrowing its looks, inside and out, from the brand new midsize Altima. That means the bold trapezoidal chrome grille that Nissan has decided is today's look, more sculpted sides, and the cut-out taillamps that grace not only these two cars but originate with the latest Z sports car. There are even LEDs added to the headlight and taillight pods--definitely an upscale touch. The goal is to give this modest vehicle some of the visual heft of a larger model--what Nissan dubs, "class-above style."

Part of the point of a compact car is to have enough room to do what you need but keep the size and weight down so you can use a smaller engine for greater fuel economy. Nissan was able to take 150 pounds out of the new car versus the last generation model, even though it has about a cubic foot more interior space. My little Magnetic Gray four-door test car had surprising knee room in back, and when I looked at the car in my driveway, it really did evoke the larger Altima, with whom I had recently spent a test week. The new car is a couple of inches longer, a half inch lower and about an inch and a half narrower than its predecessor.

Nissan uses a new 1.8-liter dual-overhead-cam inline four under the curvy new hood to power all Sentras. It puts out a class-competitlve 130 horsepower and 128 lb.-ft. of torque. Most Sentras come with a continuously-variable automatic--except for the base model, the S. I had an S, which means I got a taste of the bottom-of-the-line car--a rare experience. It was more than satisfactory. With the smooth-shifting six-speed manual, the 2,800-pound car felt spunky in traffic and had no trouble zooming into fast-moving freeway traffic. I'm not sure why the manual is with the base car only, except that it probably keeps the cost down.

The EPA gives the manual-equipped Sentra ratings of 27 City, 36 Highway and 30 Combined. I earned a pleasing 34.8 mpg overall--one of the better numbers I've generated lately. Only the electric, hybrids and turbodiesels have surpassed that figure. The green numbers, courtesy of fueleconomy.gov, say 5 for Smog and 8 for Greenhouse Gas--enough for SmartWay status.

The Sentra not only looks more expensive than it is, but it feels that way inside, too. The dash and door styling includes some padded surfaces and the materials feel high-quality. Even though the steering wheel is plastic, it is grained and proportioned to look and feel good. The air vents for the standard air conditioning mimic the sweep of the grille--they are not just circles or rectangles cut out of the plastic.

The Sentra is definitely not a luxury car, particularly in S guise, but there is no sense of deprivation driving it. It sealed out road noise effectively, so I could hear the standard four-speaker AM/FM/CD sound system. The seats are well-proportioned and comfortable. The steering wheel is adjustable for  height and telescopes for a perfect placement. The Fine Vision gauges are attractively backlit.

Even base cars today offer things that were luxuries years ago. I flipped door-mounted levers for the power windows, locks and mirrors. What there was not in my base S was Bluetooth for the phone, seat heaters or Satellite Radio. But for a week, I enjoyed the FM radio instead, and it wasn't so cold that I could do without the bun warmers. Bluetooth, though, should probably be standard, to prevent hand-held phone use--something that's illegal in California (and a bad idea anywhere).

Above the S model, the SV adds cruise control, two additional speakers,  higher-quality interior cloth, steering wheel audio controls, and a security system. The SR adds sporty touches, including 17-inch alloy wheels, more aggressive front and rear fascias, and a different grille on the outside; inside, silvery trim and upgraded seats do their job to differentiate the SR. The SL is the luxury model, with extra-fancy alloy wheels, fog lamps, heated outside mirrors outside, and Bluetooth, a leather wrapped steering wheel, automatic climate control and more inside. There are also two FE+ versions of the S and SV that use clever technology to earn the holy grail of 40 mpg highway.

Testing the base car is always fun, because the price is so reasonable. My tester came to just $16,770. That's low by today's price standards. If you really want to get a car for less, the true entry point Nissan Versa starts at just $12,800. Sentra prices move up through the levels, with an SL coming in at $20,600.All prices include shipping.

It's good news for compact car buyers today. There is lots of selection, and the vehicles won't make you feel like you had to sacrifice looks, comfort or performance. With this compete redo, the Sentra is right in the thick of it.

Nissan Altima - All New to Fight for Market Share

The midsize sedan market is a hot place in the car business. Lots of people want the ability to carry five people in comfort, with decent trunk space and enough maneuverability to park without trauma. If they don't crave a trendy crossover or a workhorse SUV, and aren't seeking a super-economical commutermobile, what better than a Toyota Camry, Honda Accord, Hyundai Sonata or Nissan Altima?

The Altima debuted in 1993 as a sedan that was situated right between a compact and midsize car. Lately, it's grown to take its place as a true contender in the midsize battle for buyers. The fifth-generation 2013 model is all-new from arrowhead headlamp to exuberant taillamp.

The car stands out with some surprising curves and edges. The front fenders have a rising wave that begins at the corner of the headlamp and then heads gradually upward to the tail. The chrome-rimmed grille looks forceably pushed in by the pointed headlights. The sides bend in and out like the much esteemed BMWs--but do it in their own way.

A few years ago, it felt like Nissan interiors were using cheaper plastic and their designs seemed a little quirky. Today, they manifest more like the ones found in Infinitis. The surfaces roll and weave across each other, with handsome silvery insets, bullnosed corners, and rich textures. From the forward-angled door grips to the rise and fall of the dash panels, there's constant motion in there--even when the car's stopped at a light.

As a commuter, I was especially impressed with the seating. Apparently, Nissan consulted with NASA engineers to design a seat that supports the body as if it's in zero gravity. NASA's seating and posture research helped set a neutral position that eases tension on long trips. And there's no 17,000-mph reentry to worry about!

In the middle of the handsome and straightforwardly laid out instrument panel is the Advanced Drive-Assist Display. Nissan is proud of how this presentation of information is closer than normal displays that sit on the center console and claim that the three-dimensional effect is restful on the eyes--it's kind of amusing, too. You can customize the information that's there to display fuel economy figures, individual tire pressure, navigation data and more.

The new Altima comes in roomy sedan or rakishly proportioned coupe shapes. Typical for the midsize segment, it offers four- and six-cylinder engines. The 2.5-liter four is 11 pounds lighter this year and gains seven horsepower, now offering 182 along with 180 lb.-ft. of torque. Most important for economy enthusiasts, it is rated at 38 mpg Highway by the EPA.

My tester, in a warm Java Metallic (brown) shade, had the mightier 3.5-liter V6. Nissan's sixes have been potent and award-winning for a long time and this one was no exception. While I hardly raced the 3,355-pound vehicle around, it felt more than able to take on anything I gave it. It boasts 270 horsepower and 251 lb.-ft. of torque--much more than its weaker sibling (although it weighs more than 200 pounds more than the 2.5-liter-equipped car). With EPA numbers of 22 City and 31 Highway (Average 25) it rates where some compact sedans do. My actual mileage was a realistic 24.5 mpg.

Between these engines and the four wheels you'll get a continuously-variable automatic transmission (CVT). Sorry--no manual. There are just too few takers to offer you one. However, Nissan has developed some fine CVTs and uses them throughout its lineup. And, the six-cylinder version has steering-wheel mounted blade-like paddles, so you can shift through some "gear ratios" if you want a sportier drive. Nissan has sold nine million cars equipped with CVTs over the last two decades. This Next-generation Xtronic CVT has 70 percent revised parts and has cut out weight with a smaller oil pump and other efficiency measures.

CVTs use belts and pulleys to create an infinite number of gear rations--and their computer programs pick the best ratio for the moment. This creates both improved fuel economy and some odd sounds from under the hood--when you can even hear them.

Many cars are moving to electric power steering these days to save hydraulic drain on the engine and remove weight. The Altima's new Electronic Hydraulic Power-Assisted Steering system claims to give you the advantages of both--a smoother feel with better fuel economy. Clever engineering makes it all work, and there is an abundance of it in the new Altima.

There's much more to enjoy, including a fine nine-speaker Bose audio system. It was so good that my wife complained about the following test car, which really did pale in comparison.

You can buy an Altima sedan in four levels. The base car comes with the 2.5-liter engine and a plain designation of "just Altima." Above that, each engine is available in the "S," "SV" or "SL." My tester was the top-level SL, which surely explained all the fancy goodies it contained. Leather seats always convey luxury, and the leather-wrapped steering wheel was heated, too. Dual-zone climate control is common today, but  you won't get it in the lesser levels.

However, the base car is kind of a deal. It runs just $22,550, but you'll probably want to move up a bit for more features. The mid-level SV with the four-cylinder engine should be a popular choice, and it starts at $25,250. My SL, with no extra options, came to $31,045. All prices include shipping.

Like so many Japanese-brand vehicles, the Altima is made in America, in this case, Smyrna, Tennessee. That means that lots of Americans are busy assembling cars in what has turned out to be a pretty good sales year in 2012.

The Altima isn't thrilling, but it is very nice, and will without a doubt deliver more than you need for as long as you own it. And with bounteous rear seat room, every passenger will feel well treated. The other brands' dealers are not going to like this.

Nissan JUKE is Designed for Play

Have you seen a Nissan JUKE in traffic? It's the one with the lights along the tops of the bulging front fenders, tapered tail with lights that look like they came from a late model Volvo station wagon, and in all likelihood a young, smiling driver behind the wheel. The JUKE is designed for fun--and targeted to a generation that doesn't crave muscle car power or the wind in their face like the drivers of those old British sports cars savored.

No, today's youth likes some power and speediness, good handling and, above all, to make some kind of statement. The Juke has that effect on drivers, and I'd like to think, on anyone who sees it next to other cars.

Luckily, the driving experience is not a let down. The little 1.6-liter engine delivers a surprisingly robust surge of energy from its 188 horsepower and 177 lb.-ft. of torque. You can thank the inclusion of direct injection and turbocharging. The power gets to the ground through a manual transmission (if you're lucky) and an advanced torque vectoring all-wheel-drive system. You normally have to spend a small fortune to get this technology.

Now in its third year of production, the JUKE remains much the same as before, but there's a new accessory package called the Midnight Edition. It's available on all 2013 JUKE S, SV and SL models, and features unique 17-inch Black Wheels, a Sapphire Black rear roof spoiler, and Sapphire Black mirror caps.

Not much else new except for three new colors: Atomic Gold, Brilliant Silver and Pearl White.

But what needs to be new? The car already stands out, and not being a high volume vehicle, selling hundreds of thousands a year, it can be given a long lifespan.

Knowing that whatever impression you make with your car purchase, you'll spend most of your time with the car inside it, Nissan's designers have had big fun putting the inside of the Juke together. The console has a motorcycle tank feel to it, with metallic paint, and an instrument panel that resembles a motorcycle's as well. The dash and doors have an organic, convex, puffed up feeling. Surfaces are nicely rendered but not swanky luxurious. That would be the wrong way to go here.

The taut handling, good visability and amusing cockpit made time in the JUKE fun. I especially liked driving my Graphite Blue tester at night, because you can see the glowing lights atop the front corners from behind the wheel. 

The JUKE already gets my vote just by offering a six-speed manual transmission--although, oddly, not on the base S model, which comes with the CVT automatic only. I enjoyed changing gears in my tester, a top-level SL front-wheel-drive model. You can also order up all-wheel drive with it if you feel any urge to take your purchase off road.

The Integrated Control (I-CON) system drive mode selector give you three driving styles. Choose Normal for your regular route, Sport for when you're  feeling frisky and want a more intense feel, and Eco for maximum economy. The system adjusts the throttle, transmission and steering for each driving flavor.

The 3,900-lb JUKE is in that middle to upper middle of the mileage range, with 27 miles per gallon combined per the EPA. The 25 City and 31 Highway could actually be accurate. During my testing I averaged an honest 27.2 mpg. JUKE also carries the PUREDRIVE™ designation. PUREDRIVE is used on models utilizing Nissan's most advanced technologies to promote eco-friendly driving and lower CO2 emissions.

Pricing is reasonable. The base S model starts at just $20,770, including destination charges. The SL with CVT and all-wheel drive sits at the top, at $27,430. My test car hit $26,555, thanks to adding in floormats, a center armrest ($245 seems pricey) and the Sport Package. It adds a roof spoiler and the upgrade to the 17-inch gunmetal gray alloy wheels and a stainless steel exhaust tip.

Is driving supposed to be fun? In the era of the "sporty" SUV, the JUKE offers a great way to stand out (a little) from the herd but still get all the advantages.

Nissan Xterra is a Real Truck

In a world of crossover vehicles that look like SUVs but are really big cars, the Nissan Xterra isn't shy about being a truck. Based on the same platform as the company's Titan and Frontier pickups, it's long on utility and short on coddling. That doesn't mean it's uncomfortable to live with--not at all--but its mission in life is to haul you and your stuff to your next adventure.

The Xterra is named after an offroad triathlon race that Nissan was sponsoring at the time the vehicle was introduced in 2000. Right out of the box (no pun intended) it won Motor Trend's Sport Utility of the Year--and won again in 2006 with the second generation. This is only the second major release of the truck so far.

You can get an Xterra in the base X, midrange S or top-level PRO-4X model. I had the PRO-4X, in one of two new colors for 2012--Metallic Blue. No problem finding it in the parking lot--bright colored, 6-foot-3 and more than two tons of fun.

The Xterra comes with a roof rack, and in PRO-4X guise, has roof-mounted off-road lights and a gear basket. Since Xterra day one, this latter option has provided the perfect spot for those muddy clothes and boots from a day of exploring. If you do mess up the car, in S and PRO-4X versions you have the Easy-Clean Cargo Area surface. There are also ten utility hooks in the cargo area to hold your bike or other gear firmly in place.

I am not an adventure seeker, but the Xterra does find its way around town and on the freeway with no problem. The only issue here may be that the 4.0-liter V6's 261 horsepower and 281 lb.-ft. of torque are not really needed for picking up your dry cleaning or going to the train station. I averaged just 14.8 miles per gallon, while EPA numbers are 15 City, 20 Highway (average 17). I spent more time in town this week, as I was commuting by train to my work.

All Xterras have the same V6, but you can get it with a five-speed automatic or six-speed manual transmission (only automatic in the base car). You also have the option of two-wheel drive or part-time four-wheel drive.

Pricing varies from the $26,035 for the base, two-wheel-drive X to the PRO-4X automatic, like my tester, at $32,245. Both prices include $825 for shipping. There are a few extra pieces you can add at the factory or port of delivery, including a handy iPod interface, special PRO-4X floor mats (worth the $120) and for the PRO-4X only, leather seats (although why you'd really need them is a good question).

Despite its poor fuel economy and parking challenges, I liked the rugged feel of the Xterra, and I'm sure it would be perfect for someone--just not me. It's the real deal for outdoor activities.

Nissan Murano - First of the Upscale Crossovers Continues

The Nissan Murano is what every crossover claims to be--a nice car with the height and utility of an SUV. It gets in some of the "sport" part, too, thanks to a 260 horsepower V6.

I wasn't looking forward to my test of the Murano with breathless anticipation, but it turned out to be a very happy experience. Despite weighing two tons (!) the car feels light through the steering, and the suspension delivers a bit of road feel.

Nissan does a great job with its V6 engines--they are often recipients of industry awards. This one, through an "intelligent" continously-variable automatic, knew what to do when a freeway entrance ramp loomed ahead and didn't run out of juice during passing maneuvers.

I got 18.3 miles per gallon--the EPA's numbers are 18 City, 24 Highway (20 mpg average). EPA Green Vehicle numbers come in at 6 for Air Pollution and 4 for Greenhouse Gas--midpack.

The Murano still looks sleek and rounded, as did the original. This model, upgraded last model year, got an almost wacky horizontal grille and oddly proportioned headlamps.

The original Murano had a shockingly fluid appearance when it arrived, ushering in the burgeoning era of upscale non-trucklike tall people carriers now known as "crossovers."

You can order it in four levels: S, SV, SL and LE. Pick from front-wheel drive or all-wheel drive. If you have to go on an occasional dirt road or head to the ski slopes in the winter, the latter would be your best choice. As it is, the Brilliant Silver SL I tested was front-wheel drive, and worked great for the highways and byways that constitute my urban life. Best to save the weight (139 lb.) and expense ($1,600) of all-wheel drive if you don't need all four wheels pushing the car.

The SL is the second highest model, so I had niceties like an eight-way power driver seat wrapped in leather and a heated leather-wrapped steering wheel. I got the rain-sensing wipers that know when to work and how fast. The power liftgate saved effort. The Bose nine-speaker audio system spoiled me for many of my other test cars. You can get used to this level of pampering.

Prices start at $30,365 for the S with front-wheel drive. My SL tester came to $39,225, including the optional Navigation package and shipping. No wonder it felt luxurious--it's a luxury car!

Nissan Versa Revised

I just gave back my Metallic Blue Nissan Versa sedan and, you know, it's better than you might think for under $16,000 (including shipping). And--it's surprisingly big inside, with shockingly accommodating legroom.

Just because it's cheap doesn't mean it's teeny. Actually, if you want to pay more, you can buy a new Fiat 500 or a MINI Cooper and get more gadgets (and driving amusement) but you'll run short when you try to stuff your friends and their gear inside.

The Versa sits at the bottom of the Nissan food chain--in America. Europeans and Asians get cars like the Micra, which I covet. It's THEIR MINI.

In any case, I put lots of miles in the Versa driving to see my son and daughter-in-law--and my sweet little 3-year-old granddaughter. The thing is, without fanfare, it just goes. With just 1.6 liters of engine and 109 horsepower, it is no powerhouse but other than on some sustained grades, where the revs climbed to build the necessary torque, it was a quiet and even pleasant ride. And, I got a genuine 35.0 miles per gallon, which is actually higher than the EPA average of 33. Must be all that freeway driving (30 City, 38 Highway per the EPA).

The door panels are solid, hard plastic, styled to look like something more elaborate. The seat cushions are short and cloth-covered. There's no mirror on the driver's sunvisor. And most odd--the windshield wipers are both hinged in front of the driver--so you see both of them going across the glass when it's rainy. My only explanation is that the Japanese market car on which it's based is set up for right-hand drive, and those lucky folks see NO wiper blades.

The Versa sedan gets an all-new look this year, while the hatchback keeps the old. It's a pleasant, but not especially distinctive, with a rising window line in back leading to a triangular point and oddly fanciful taillights that sit below one of the most recent evocations of the 2004 BMW 7 Series butt. The inside is rounded and not much like the chunky, old-fashioned (somewhat French-looking) older car.

There are three levels. The S is the base car and starts at a mere $11,770 (including shipping).

The mid-range SV adds cruise control, chrome grille accents, body-color dual power remote-controlled rearview mirrors, upgraded cloth seats, power windows and more. My test car was an SV with the Convenience Package, with Bluetooth phone connection (easy to set up), steering wheel mounted audio controls and an iPod interface.

The top-level SL models add 15-inch alloy wheels, fog lights, variable intermittent wipers, chromed inside door handles, 60/40-split fold-down rear seat, the Convenience Package stuff standard, an upgraded audio system, and more stuff.

If you want a manual transmission, you'll have to go with the base car. Few are expected to.

Nothing fancy, but nothing to complain about either, really--you sure get your money's worth.