Read more: http://www.motortrend.com/roadtests/sedans/1107_2012_nissan_versa_sedan_first_drive/index.html#ixzz1SYmyCoTc
Comfort was one of four main areas Nissan engineers fast-tracked for improvement on the new Versa. Efficiency, style, and value were the other three as the Versa's engineers built an all-new car from the ground up.
Producing a spacious cabin and significantly smoother ride that felt more like a Maxima than a Mini meant replacing the elder Versa's B platform with an all-new Renault-Nissan V platform ("V" for versatile). The global underpinnings use 20-percent fewer parts and weigh 150 pounds less than before. Engineers trimmed 2.7 inches from the A pillar in order to shorten the nose and added those inches to the rear overhang for a more spacious trunk (14.8 cubic-feet versus 13.8).
A reworked HR16DE 1.6-liter four-cylinder takes over pulling duties from the less-efficient 1.6- and 1.8-liter mills it replaces. The physically smaller engine employs a new dual fuel injector system that douses each cylinder with a wider, 57-percent finer spray. There is also a dual Continuously Variable Timing Control (CVTC) that improves efficiency and power over the entire rev range. Output jumps up two horses to 109 in 2012 guise, but there is also a loss of 4 pound-feet for a total of 107.
Everything is routed to the front rubber via a five-speed manual transmission (only available in the lower S trim) or Nissan's second-generation continuously variable transmission. The latter's ratio was broadened to 7.3:1, and it uses an auxiliary sub-planetary gearbox to increase efficiency. The end result is a unit that is 13-percent lighter and 10-percent smaller, that cuts friction by 30 percent compared to other Nissan CVTs. The CVT also contributes to the Versa's improved 30/38 city/highway fuel economy rating, or 27/36 city/highway for models equipped with the manual.
By now, keen eyes have spotted the distinct PureDrive label on the trunk, a first for a Nissan vehicle in America. A vehicle gets the badge when it employs a number of technologies that promote efficiency and cleanliness, Nissan says. Officials were mum about what specific criteria a vehicle needs to meet, but they did say a more thorough explanation of PureDrive and more PureDrive-labeled vehicles are coming soon.
The Versa's slimmer side profile and smoother edges make for a modern and sophisticated small sedan. Nissan family traits like the dramatic lateral line running from the front wheels to taillights, a revised nose clip, and a Maxima-like tail were employed in an effort to increase the small car's mass market appeal. In the flesh, the Versa looks substantially better than the top-heavy first-gen, although at certain angles it appears abnormally elongated and frumpy, like a first-generation Prius.
The Versa is, however, understatedly stylish in a way B-segment buyers likely will enjoy, especially when considering the higher-equipped SL ($16,320) or SV ($15,320) trims, which sport extra chrome, alloy wheels, and painted exterior accents. The base SV ($11,750 with manual, $13,520 with CVT) comes standard with black plastic trim and wheel covers.
But for all of its passenger room, most of the Versa's interior capacities shrank during the switch from old to new. Compared to the outgoing model, front legroom (up 0.4 inches to 41.8) and rear shoulder room (up 1.2 inches to 51.9) are the only areas that improve. Front headroom drops 0.8 inch, hip room is down 0.7 inch, and shoulder space is reduced 1.8 inches. The same goes for the rear seat headroom, legroom, and hip room, down 1.3, 1.0, and 1.0 inches, respectively. Nissan likes to point out that the Versa has more rear passenger leg space than the BMW 5 Series, Mercedes-Benz E-Class, and Lexus LS460. It does, but so did the first generation, whose slightly different packaging and exterior dimensions gave it a bigger advantage over said luxury movers.
Jump into the SV's 60/40 split rear bench and move the cushy front seats set as far back as possible, and you'll notice a generous amount of room ahead of your knees. The beveled ceiling allows for a few more inches of headroom, though my head scraped slightly against the liner in a quick test. A redesigned dash and center console with rounder shapes bring new life to a cabin that previously suffered from an overabundance of plain, hard plastics. Don't get us wrong; they're still there, but not as noticeable. Stellar visibility in all directions allows for easy navigating on bustling highways. SV and SL models don silver interior and instrument accents for a premium feel; bright "fine vision" gauges further this mission. The trims also come with cloth-lined doors that match the Sandstone or Charcoal color schemes.
Though it may accomdate big and tall passengers, and its much interior volume is sizable, the Versa is undeniably slow in a straight line. It takes at least 9 seconds with its throttle to the floor - and its CVT droning and wailing at its 6500 rpm redline -- to get the little sedan up to highway speeds. For best results, keep the Versa in an urban, slow-speed habitat.
Three niggles become noticeable during our drive through Seattle: First, highway cruising produces a substantial amount of interior noise. In Nissan's defense, our testers were pre-production models that were "90- to 95-percent complete," said one official. Next, the now 1-inch smaller 10-inch front/8-inch drum rear brakes are shockingly grabby on initial dab. And last, the helm feels loose and light, especially on the highway, where a more communicative steering feel is a plus.
Fuel economy, comfort, and style (depending on your point-of-view) are improved -- and so is value. At $11,750, the Versa S, with air conditioning, CD stereo, and five-speed manual, undercuts competitor Numero 1, the $14,995 Hyundai Accent GLS, by $3245. Optional packages are segregated by trim -- Technology ($700) for the SL CVT comes with Navigation, XM Radio, and USB input; Convenience ($350) for the SV CVT includes Bluetooth, iPod connectivity, and map lights; and Cruise ($350) for the S CVT arrives with cruise control, rear speakers, and silver-painted accents. Simply put, when the Versa goes on sale later this summer, Hyundai, among others, won't be sitting as comfortably on its haunches as the massive Scandinavian sitting to my right.
Read more: http://www.motortrend.com/roadtests/sedans/1107_2012_nissan_versa_sedan_first_drive/index.html#ixzz1SYn7TUpe
