2010 NISSAN ARMADA REVIEW

The 2010 Nissan Armada relic a solidified full-size SUV incoming its ordinal assemblage of production, but newer rivals from Toyota and GM merit near looks as well. All 2010 Nissan Armadas are supercharged by a 5.6-liter V8 engine that produces 317 H.P. and 385 lb-ft of torque, and is matched to a 5-speed semiautomatic transmission.
2010 Nissan Armada Overview:
The 2010 Nissan Armada is a super SUV offered in SE, Titanium and Platinum cut levels with accepted eight-person way capacity. The humble take SE comes well-equipped with 18-inch wheels, side-step rails, lateral parking assist, dual-zone semiautomatic status control, lateral status controls, an eight-way noesis utility seat, a lean curb rotate and power-adjustable pedals.
2010 Nissan Armada Price:
Nissan has declared pricing and info on its 2010 Nissan Armanda full-size SUV that goes on understanding in the U.S. in mid-May. Prices for the 2010 Nissan models hit been ordered at $37,210 and $42,810 for the Armada 4×2 SE and 4×4 SE respectively, $42,140 and $44,940 for the Titanium Edition 4×2 and 4×4 respectively patch the Platinum Edition is priced at $49,390 and $52,190 for the 4×2 and 4×4 models respectively.

2010 Nissan Sentra

One of Nissan’s oldest trucks, the satellite has been substantially regarded by machine reviewers for years. But its rivalry is apace getting on with meliorate aptitude and comfort. And as small and more economical are decent the preferences of today, perhaps a container titled satellite strength be in requirement of a makeover. Regardless, the satellite is coercive and strong, and crapper appendage meet most whatever duty that’s asked of it. And isn’t that ground be acquire trucks, anyway?

Improvements from the 2009 Nissan Titan

For 2010, Nissan additional unchangeability control, lateral airbags and mantle airbags as accepted features for every cut levels. Other options and cut levels rest the aforementioned from 2009.

The satellite comes with two-wheel intend or four-wheel drive. The engine is a 5.6-liter V8 that gets 317 H.P. and 385 pound-feet of torque. It comes armored accepted with a five-speed semiautomatic transmission. It also has a tow-haul fashion for the sending that crapper be enabled for player onerous loads.

The four-wheel intend 2010 Nissan satellite gets 12 miles per congius in the municipality and 17 on the highway; the two-wheel intend gets meet slightly meliorate mileage.

The Nissan satellite is a beatific truck. Auto reviewers are hurried to feature this. But there are plentitude of options discover there in the big-truck marketplace. Whether you’re hunting at Ford or Chevy, Nissan has whatever competition. You strength be healthy to intend more options elsewhere or configure your pushcart in a assorted way, but if you’re hunting to only intend a pushcart and pull equipment the satellite strength be correct for you.

2011 Nissan Sentra

The 2011 Sentra is a 4-door, 5-passenger family sedan, available in 6 trims, ranging from the 2.0 to the SE-R Spec-V.

Upon introduction, the 2.0 is equipped with a standard 2.0-liter, I4, 140-horsepower engine that achieves 24-mpg in the city and 31-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a variable speed automatic transmission with overdrive is optional. The SE-R Spec-V is equipped with a standard 2.5-liter, I4, 200-horsepower engine that achieves 21-mpg in the city and 28-mpg on the highway. A 6-speed manual transmission with overdrive is standard. 

What's New for 2011

The 2011 Nissan Sentra sees only minor updates. Fuel economy has been slightly improved while safety has been enhanced, as antilock brakes and stability control are now standard across the board. A spoiler in the style of the SE-R is available for the 2.0 (with CVT), 2.0 S and 2.0 SL.

Introduction

The 2011 Nissan Sentra makes its case as a reasonable choice for a shopper in the market for a small sedan. Thanks to high fuel economy, spacious seating and plenty of features, the Sentra gets high marks in the areas that matter to most people. Nissan also offers the SE-R and SE-R Spec V trim levels for those seeking bigger thrills. Taken as a whole, however, the Sentra isn't the most inspired car in its class.
Under the hood, the Sentra is pretty competitive. Most Sentra models come with a 2.0-liter four-cylinder making 140 horsepower while still getting up to 34 mpg on the highway. The high-performance SE-R model offers 177 hp from a larger 2.5-liter engine, while the SE-R Spec V takes this engine's output right up to 200 hp.
But the Sentra falls to midpack when its handling abilities are considered. The lower-level models of the Sentra just aren't particularly fun to drive, and there's no payoff in terms of ride quality either, as the suspension isn't very compliant over rough surfaces.
Even the top-shelf Sentra SE-R Spec V trails the pack of high-performance cars with which it tries to compete, since its rear torsion-beam suspension puts it at a disadvantage compared to more lithe competitors that use independent rear suspension and offer similar power.
Overall, the 2011 Nissan Sentra is worth considering for the right price. But it's more practical than desirable. We'd suggest considering alternatives like the Honda Civic, Kia Forte and Mazda 3, all of which offer similar or better driving excitement while still retaining plenty of practicality. In a segment that's increasingly about being fun as well as being smart, the Sentra wilts next to the charms of its rivals.

Body Styles, Trim Levels, and Options

The 2011 Nissan Sentra is offered in six different trim levels: four variants based on the 2.0-liter engine (base, S, SR and SL) and two high-performance versions (SE-R and SE-R Spec V).
The base-model Sentra starts with 15-inch steel wheels, power windows and locks, air-conditioning, a tilt-adjustable steering wheel, 60/40-split-folding rear seats and a four-speaker audio system with a CD player and auxiliary audio jack. The Sentra 2.0 S adds 16-inch steel wheels, a height-adjustable driver seat, cruise control, keyless entry and a six-speaker audio system with an iPod interface.
The 2.0 SR is similar but borrows some styling cues from its high-performance line mates, offering sport fascias front and rear, rocker sill extensions, foglamps, a rear spoiler and 16-inch wheels. Going with the SL gets you 16-inch alloy wheels, a leather-wrapped steering wheel, keyless ignition/entry, Bluetooth, and a premium Rockford Fosgate audio system with satellite radio, a USB audio input and a color display. Most of the SL's upgrades are offered on the 2.0 S and 2.0 SR as options. Other options abound for the SL, many of them bundled into packages. Highlights include a sunroof, leather upholstery, heated front seats and a navigation system.
The Sentra SE-R trim level is equipped similarly to the 2.0 SR but also includes 17-inch alloy wheels, more performance-minded suspension tuning, an aero-style body kit, cloth sport seats, the SL's color-display stereo and gauges to register not only oil pressure but also g-forces during cornering. The SE-R Upgrade package adds most of the SL's standard and optional features.
The SE-R Spec V further enhances the SE-R's sporting nature by adding higher-performance tires, an even firmer suspension with a lower ride height, larger front brakes and sportier interior trim. One drawback to the added performance of the Spec V is a structural reinforcement brace between the rear shock towers that prevents the rear seats from folding. Also available on the Spec V is an optional feature upgrade package that includes a mechanical limited-slip front differential.

Powertrains and Performance

Nissan Sentra 2.0 models come with a 2.0-liter four-cylinder that generates 140 hp and 147 pound-feet torque. The Sentra SE-R has a 2.5-liter engine that produces 177 hp and 172 lb-ft of torque; the Spec V bumps this to 200 hp and 180 lb-ft. In our testing, the Spec V sprinted to 60 mph in 6.7 seconds, a quick time for its class.
The 2.0 Sentra base model features a six-speed manual transmission standard, with an option to upgrade to a continuously variable transmission (CVT). The CVT comes standard on the 2.0 S, 2.0 SR, 2.0 SL and SE-R, with the SE-R offering shift paddles. The Spec V is only offered with a close-ratio six-speed manual.
The 2.0 Sentra models with CVT are notably frugal, achieving an EPA-estimated 27 mpg city/34 mpg highway and 30 mpg in combined driving; the manual transmission drops fuel economy noticeably to 24/31/27 mpg. The SE-R isn't too far behind, though, at 24/30/26. The Spec V checks in with a still respectable 21/28/24 mpg.

Safety

The 2011 Nissan Sentra comes standard with antilock brakes, stability control, front-seat side airbags, full-length side curtain airbags and active front head restraints. The higher-performing SE-R models come with four-wheel disc brakes, while the others have rear drums.
In government crash testing, the Nissan Sentra earned a perfect five-star rating for front passenger protection in frontal and side-impact crashes. Four stars were given for rear-seat side-impact protection. The Insurance Institute for Highway Safety awarded the Sentra its highest score of "Good" for both frontal-offset and side impacts.

Interior Design and Special Features

Inside, the Sentra is recognizably a Nissan product, with the company's trademark orange backlighting for the instruments, sporty gauges and slick-looking but easy-to-use controls. Materials quality is decent, but with just a 5-inch screen, the optional navigation system has a pretty tiny monitor.
The front seats are surprisingly spacious, comfortably accommodating taller adults. Smaller drivers, however, might feel confined due to the Sentra's high dashboard and beltline. The non-telescoping steering wheel doesn't help driver comfort either. Rear headroom and hiproom are decent, but rear legroom is a bit on the tight side.
The Sentra 2.0 models offer 60/40-split rear seating and 13.1 cubic feet of cargo room. The SE-R, however, uses a brace behind the rear seats as a chassis-strengthening measure, limiting the usefulness of its fold-down configuration.

Driving Impressions

Overall, the 2011 Nissan Sentra gets the job done on the road. Power from the 2.0-liter engine is adequate, but the CVT leads to an irritating drone from the engine during acceleration. On smooth tarmac the ride is suitable, but when things get rough, the Sentra's suspension lets in a noticeable amount of harshness. Handling is unremarkable on 2.0 models.
The SE-R Spec V does indeed have sharper handling, and its 200 hp is not inadequate performance by any means. But compared to other sport compacts in its class, even the Spec V isn't especially fun to drive. Part of the problem is the manual transmission's balky shift action, which feels awkward and imprecise relative to that of the Honda Civic Si.

2011 Audi TT

The 2011 TT is a 2-door, up to 4-passenger luxury sports coupe, or luxury convertible, available in two trims, the 2.0T Prem Plus Coupe quattro S tronic and the 2.0T Prem Plus Roadster quattro S tronic.

Upon introduction, both trims are equipped with a standard 2.0-liter, I4, 211-horsepower, turbo engine that achieves 22-mpg in the city and 31-mpg on the highway. A 6-speed automatic transmission with overdrive is standard. 
Lyra, who always wanted to drive Audi's TT, brought high expectations to the little convertible. Peter, never particularly impressed with the roadster's styling, had few expectations. The end result: Lyra was disappointed, while Peter loved the car. Go figure.
Appearance: The squat roadster sits on 18-inch tires and has a wide stance that recalls Audi's R8 supercar, which we loved. The TT's design, however, is simple, with fender flares and a backward-sweeping body crease as its only sheet-metal flourishes. The black grille, which got tweaked for 2011, is trimmed in chrome, and Audi's signature LED "eyeliner" lights are sharp.
Performance: Here's what we agreed on: The 6-speed S tronic dual-clutch automatic shifted flawlessly. We always prefer a manual transmission, but this automatic was almost as fun. For a small roadster, the TT absorbs bumps well and has a firm, composed ride. There's also an auto-deployed spoiler and, of course, Audi's quattro all-wheel-drive system. The 2-liter, 211-horsepower 4-cylinder is more than enough power (0-60 in 5.6 seconds) for the small car, which has an exhaust note that is subtle and throaty. Here's what we didn't agree on: Lyra was let down by the "significant" turbo lag; Peter felt it was only "slight." The steering was a "bit too light" for Lyra's taste, while Peter thought it gave just the right amount of feedback.
Interior: We may have disagreed on the car's performance, but we are unified on the well-appointed interior. The Nappa leather seats are well-bolstered and comfortable. Our tester had bright red seats that contrasted beautifully with the rich black exterior. The instrument gauges are simple and uncluttered yet easy to read. The flat-bottom steering wheel might take some getting used to for some. Peter drove the TT to Miami and he had enough head- and legroom. Impressive. And he arrived in South Florida not feeling like a pretzel. Another surprise: The TT's trunk, even with the folding soft top, actually had enough room for the bags he and his wife took on their weekend getaway. That's impressive for a small convertible. A few nits: The storage panel behind seats felt a bit plasticky considering the rest of the interior; the driver's floor mat was flimsy and popped easily off its anchor. We both spent time popping it back on.
Protection: Front, head/thorax and knee airbags plus side intrusion protection and roll bars.
Profile: The roadster looks slick with top up or down.
Seats: Bright red seats and interior trim scream "sports car."

First Drive: 2012 Audi R8 GT

Wörthersee, Austria • As a halo car, the R8 has done a lot for the Audi brand. With striking styling, all-wheel drive and a choice of V8 or V10 engines, the R8 can legitimately be considered a supercar, especially in the case of the 525-horsepower V10-powered 5.2 model, which sat at the very top of Audi’s pyramid — until now. You see, there’s a new kid in town and it’s called the Audi R8 GT. Designed for very demanding customers who occasionally attend track days or club level competitive driving events, the R8 GT has been crafted by the engineers at Quattro GmbH, Audi’s performance division, and their blueprints called for less weight and more power.
The GT version of the R8 gets a thinner windshield, the rear window and engine compartment bulkhead are made from polycarbonate, the engine cover is made of carbon fibre, as opposed to aluminium, and the matte carbon fibre composite fixed wing is mounted to the body with two bars, saving 1.2 kilograms of weight compared with the pop-up spoiler of other R8s. But that’s not all. The exhaust system is both thinner and lighter, the engine subframe is made of magnesium and they even went as far as shaving the carpets … The end result is that the R8 GT weighs 1,525 kg and is thus 100 kg lighter than the R8 5.2 model.
By revising the engine management software, the output of the 5.2-litre V10 has been increased to 560 horsepower, the exact same figure as the Lamborghini Gallardo. However, Lamborghini can still claim to have a more powerful car with its Gallardo Superleggera model, which has 10 more hp and is also lighter. These details become important as Audi and Lamborghini are both part of the Volkswagen Group and these subtle differences become key for the marketing and public relations divisions of their respective brands, but it probably won’t mean much to anybody else. The R8 GT also gets revised suspensions with conventional coil-over springs and different geometry in order to provide more negative camber front and rear.
Fire up the V10 and it comes to life with a deep and low growl that seems louder in the GT than in the R8 5.2. Get moving on the autobahn and the engine sound turns to a loud shriek above 5,000 rpm all the way to its 8,700-rpm redline as the car is hurled forward with a strong and very addictive surge of power. In terms of shear performance, this car is absolutely stellar, with the possible exception of its single-clutch R Tronic gearbox, which does shift gears faster than any driver could with a manual gearbox but is not as outstanding as Audi’s faster and seamless double-clutch S Tronic gearbox. On that front, Audi engineers are working on adapting the double-clutch gearbox for future R8s, but this may not happen for one or two years.
On the secondary roads of Germany and Austria between Munich and Wörthersee, the R8 GT felt more direct and precise in fast corners and showed less understeer than the R8 5.2, owing in part to its lower weight and to the modified calibration of its quattro all-wheel-drive system, which sends only 15% of the available power to the front wheels in normal driving conditions, with 85% being delivered to the rear wheels, giving this car a more rear-drive character. The internally vented and drilled brake discs of carbon fibre ceramic are both extremely powerful and easy to modulate, which is not the case with all ceramic brake disc systems.
Inside the cabin, the R8 GT is appointed with white gauges featuring red GT logos, aluminium and carbon fibre trim parts and a fabulous Alcantara steering wheel with shifter paddles. Despite its more radical character, the R8 GT still features air conditioning, navigation and a killer sound system. In Europe, it is also possible to order the R8 GT with a race option package including a roll cage, racing seats, four-point racing seat belts, a fire extinguisher mounted in the passenger footwell and two battery kill switches, but this option will not be available in Canada.
Exclusivity is assured as Audi will only build 333 R8 GTs for the world market, with 25 of those cars sold to Canadian customers for a price of $228,000, some $55,000 more than the V10-powered R8 5.2. Sorry to crush readers’ hopes, but, as can be expected, all cars are already spoken for. However, Audi has announced that production is now starting on a limited run of 333 R8 GT Spyders with a fold-down soft-top for those who want to combine supercar levels of performance with open-air motoring.

2011 Mazda MX-5 Miata Sport snowy

The 2011 MX-5 Miata is a 2-door, 2-passenger convertible sports car, available in 6 trims, ranging from the Sport to the Special Edition Power Retractable HT.

Upon introduction, the Sport is equipped with a standard 2.0-liter, I4, 167-horsepower engine that achieves 22-mpg in the city and 28-mpg on the highway. A 5-speed manual transmission with overdrive is standard. The Special Edition Power Retractable HT is equipped with a standard 2.0-liter, I4, 167-horsepower engine that achieves 21-mpg in the city and 28-mpg on the highway. A 6-speed manual transmission with overdrive is standard.

The 2011 MX-5 Miata is a carryover from 2010. 

• Stability control only offered in priciest model, and only with an expensive option bundle
• Automatic transmission adds significantly to the price
•  

The Mazda MX-5 Miata was the car that kicked off the modern-day roadster craze back in 1989, and it remains one of my favorite two-seaters. New for 2007 is an optional power-operated retractable hardtop. Does the metal roof make the Miata any more (or less) loveable? We took the Miata on a long trip through New York State to find out, with Mother Nature giving us ample opportunity to find out just how weatherproof the hardtop Miata really is. Base price $21,280, price as tested $29,795, EPA fuel economy 22-25 MPG city, 30 MPG highway.
"We've certainly put this little car through hell, haven't we?" my wife Robin said as we drove through the suburbs of Manhattan. "Sailed" might be a better description; New York was getting one of the heaviest rainstorms on record and the Hudson Parkway, known for flooding, was starting to look more like the Hudson River. We were nearing the end of a 10-day 1,500-mile trip through New York State in the MX-5 Miata. Less than 50 of those miles were driven with the top down; most of our trip was cold, rainy and snowy It turned out to be a lousy trip for a convertible but a great test of the Miata's power retractable hardtop roof, a new-for-2007 $1,870 option. Despite the almost uniformly crappy weather, the Mazda MX-5 Miata proved itself, once again, to be the ideal touring companion -- even with the top up.

2011 Mazda MX-5 MIATA

Introduction

For more than two decades now, the Mazda Miata has been thrilling sports car purists with its elemental charms. The first Miata called to mind the British roadsters of the 1960s, except the Mazda also boasted a stiff chassis, reliable electrics, an engine that didn't mark its territory with oil and a soft top that was easy to operate and wouldn't try your patience and bust your nails.
Now in its third generation, the Miata continues to offer more of the same, with lively handling, communicative steering, a happy-to-rev power plant and an affordable price. The 2011 Mazda MX-5 Miata doesn't change one whit compared to last year's model. We see absolutely nothing wrong with this and doubt anyone else does either.
Though the 167-horsepower output of the MX-5 Miata's four-cylinder engine might seem  meager in a world of 270-hp family sedans, it doesn't have to move nearly as much weight as a sedan, since a base-model Miata weighs only about 2,500 pounds. And should you opt for the power-retractable-hardtop model, you're only taking on another 70 pounds for the additional weather protection, noise insulation and parking security. Whether you choose a base Miata or a loaded one, you'll find that a hugely entertaining driving experience, a generous roster of features and daily comfort are all standard fare.
As you can probably tell, we think rather highly of the 2011 Mazda Miata. In fact, the modern Miata has no real competition, as would-be rivals such as the Pontiac Solstice/Saturn Sky twins and the Honda S2000 are history and high-end roadsters such as the BMW Z4 and Porsche Boxster are in another economic realm.
The Mazda's closest rival would be the Mini Cooper convertible, which isn't as capable in terms of handling but is still fun to drive and offers the bonus of a pair of very small backseats. One might also consider the Ford Mustang V6 convertible, which now offers a powerful engine and respectable handling, though not the compact dimensions and point-and-shoot dynamic of the Mazda.
Considering this, it seems that the story is the same even after 20 years. Car shoppers looking for a fun, zippy and affordable roadster need look no further than their friendly neighborhood Mazda dealer.

Body Styles, Trim Levels, and Options

The 2011 Mazda MX-5 Miata is a two-seat roadster that is offered in three trim levels: base Sport, well-equipped Touring and premium Grand Touring. All come standard with a manually operated soft top, while the top two trims can be had with a power-retractable hardtop (PRHT).
In Sport trim, standard features include 16-inch cast-aluminum wheels, a black vinyl convertible top with a glass rear window, air-conditioning, cloth seats, a six-speaker sound system with a CD/MP3 player and an auxiliary audio jack, a height-adjustable driver seat, a leather-wrapped steering wheel and power windows and mirrors.
The Touring model adds 17-inch alloy wheels, a shock tower brace for the front suspension, foglights, cruise control, power door locks, keyless entry, an auto-dimming rearview mirror, a trip computer, a six-CD changer, steering-wheel-mounted audio controls and a leather-wrapped shift knob. The Grand Touring steps up with the choice of a black or beige cloth top, automatic climate control, leather upholstery, heated seats, a seven-speaker Bose audio system and silver interior accents. The PRHT models are identically equipped.
Most options are grouped in packages. Sport models can be equipped with the Convenience package that includes most of the Touring upgrades (this package is included in Miatas with automatic transmissions). Touring and Grand Touring models can enhance the Miata's already nimble handling with the Suspension package (only available with a manual transmission), which includes a sport-tuned suspension with Bilstein shocks and a limited-slip differential. The Grand Touring qualifies for the Premium package that features stability control, keyless ignition/entry, xenon headlights, Bluetooth and satellite radio. An Appearance package adds a different front spoiler and extended rocker sills.
Also available this year is the limited-production Miata Special Edition. It's essentially a Grand Touring PRHT with the Premium package and, if it's a manual transmission, the Suspension package. The Miata Special Edition also includes unique exterior and interior colors.

Powertrains and Performance

The 2011 Mazda Miata is powered by 2.0-liter inline-4 engine that produces 167 hp (158 with the automatic transmission) and 140 pound-feet of torque. Sport models come standard with a five-speed manual transmission, while Touring and Grand Touring models come with a six-speed manual transmission. All models have the option of a six-speed automatic with shift paddles on the steering wheel.
In testing a Miata with a five-speed manual transmission, we found the car could sprint from a standstill to 60 mph in a reasonably quick 6.9 seconds. Fuel economy is also impressive at an EPA-estimated 22 mpg city/28 mpg highway and 24 mpg in combined driving for the five-speed manual. The six-speed manual and automatic sacrifice only 1 mpg in city mileage.

Safety

Antilock disc brakes and side airbags are standard. Stability control is available as an option on the Grand Touring model only, however.

Interior Design and Special Features

Sitting behind the wheel of a 2011 Mazda Miata, you'll get the feeling that you're wearing the car, rather than sitting in it. The fit is snug for average-sized adults, but not cramped. Taller drivers, however, have found that the seat runs out of rearward travel, although there's loads more room than in previous-generation Miatas. As always, this Miata features simple, legible gauges along with well-placed, user-friendly controls.
The manual convertible top's operation is as simple as it gets -- push a button, pull a lever and toss the top over your shoulder. Dropping the top takes only a few seconds and raising it is just as easy. With practice, some longer- and stronger-limbed drivers can raise the roof without even leaving the seat. The power-retractable hardtop takes a bit longer to transform from coupe to roadster, but the added convenience, noise isolation and security make it a good choice as a daily driver.
One of the biggest drawbacks for small convertibles is a lack of trunk space, and the Miata is no exception. The 5.3 cubic feet of trunk space is barely enough for a weekend getaway and golf bags take quite a bit of wrestling to stow -- if they fit at all. Points are also deducted for the disappointing top-down stereo performance. Even the upgraded Bose system suffers from poorly aimed speakers that fail to envelop the occupants.

Driving Impressions

One of the Miata's greatest attributes continues to be its ability to bound from corner to corner on a tight and winding road. This ability is due in no small part to a suspension and steering feel that are as communicative as a political pundit in an election year. The seat-of-the-pants feel and feedback from the wheel give the Miata the goods to satisfy nearly any driving enthusiast, though some horsepower junkies may yearn for more under-hood punch.
Still, the free-revving four-cylinder always seems eager to play and the short-throw manual gearbox is as good as it gets. Drivers with less sporting intentions should still find the 2011 Mazda MX-5 Miata easy to live with and comfortable for long stints in either top-up or top-down mode.