2017 Nissan Juke Black Pearl Is Ready for Prom 0 24

2017-Nissan-Juke-Black-Pearl-Edition-PLACEMENT

 

The Nissan Juke is toning down its wild and wacky demeanor and bringing out its Sunday best. Making its debut at the Los Angeles auto show next week is the 2017 Juke Black Pearl Edition, which will be limited to 1000 units for the U.S. and 250 for Canada.

It’s no 600-hp Juke R, but the Black Pearl is a nicely styled offering for somebody who likes the individuality of the Juke but would prefer a slightly more formal-looking treatment. The third car to come out of the Juke Color Studio after the Yellow Stinger and the Black Stinger, it is meant to show off the various ways you can customize the vehicle.

2017 Nissan Juke Black Pearl Edition

 

The Black Pearl name harks back to the blacked-out look of a special 1978 Datsun 280Z. Nissan says the special edition “embraces the spirit of every Nissan Z, combining bold styling with dynamic performance.” The Z, though, didn’t have the white accents that are the key feature of the Juke Black Pearl. White touches have been sprinkled on the front and rear bumpers, the headlight surrounds, the side mirrors, the door handles, and the rear spoiler. It gives off quite a tuxedo vibe. The Black Pearl package also includes exclusive Super Black 17-inch aluminum wheels with 215/55R-17 all-season tires.

Inside is not as posh: The black seats are cloth, although they’re heated and have white inserts and stitching. You’ll also find white accents on the door panels, the center console, the steering-wheel stitching, the air vents, and the shift knob. Some leather or suede might have been a dressier touch.

The Black Pearl package costs $1190 on top of $23,490 for the front-wheel-drive or $25,340 for the all-wheel-drive SV model. The model uses the Juke’s standard 1.6-liter turbocharged four-cylinder, which makes 188 horsepower and 177 lb-ft of torque while earning EPA ratings of 28 mpg city/32 mpg highway for the front-drive version and 26/30 mpg in all-wheel-drive form. Nissan will be showing this car alongside a refreshed Versa Note, a Rogue One Star Wars Limited Edition, and a NISMO product, rumored to be a Sentra, at the L.A. show.

 

Source : www.blog.caranddriver.com

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Citroen C3 Aircross review – How does the offbeat Juke rival drive? 0 35

Citroen finally has a challenger in one of the most competitive and fastest-growing segments in the European market. Well, you could consider the C4 Cactus as the French brand’s rival for cars like the Nissan JukeRenault Capturand Ford Ecosport but with the C3 Aircross now on the price lists, Citroen has designs on moving the Cactus upmarket.

It is, of course, yet another SUV-style supermini to hit the market, and features styling cues from the aforementioned Cactus as well as the regular C3 supermini. Is there fun to be found here, or has Citroen simply churned out its own take on a formula which has so far delivered very little to tempt evo readers?

Engine, transmission and 0-60 time

There are six engine and transmission combinations available in the C3 Aircross, based around three core engines – a naturally-aspirated 1.2-litre three-cylinder petrol, a turbocharged version of the same (both badged PureTech), and a 1.6-litre “BlueHDi” turbodiesel.

We’re concentrating on two cars here, the PureTech 110 with stop-start and a six-speed automatic, and the BlueHDi 120. The former makes its 108bhp power peak at 5500rpm with 151lb ft of torque from 1500rpm, while the diesel outmuscles it with 118bhp at 3500rpm and a full 221lb ft from 1750rpm.

The on-paper numbers are reflected on the road, where the diesel (0-62mph in 10.7sec) instantly feels the more muscular – with the usual caveat that all is lost once you crest its peak power output. In contrast the petrol hangs on a little longer but urges you forward just a little less and requires more encouragement to do so.

It is the nicer engine to listen to however (the diesel is… well, a diesel), and Citroen wins brownie points for arranging the manual sequential mode on its automatic transmission the ‘correct’ way round, pulling backwards to change up and pushing forwards to change down. On the Corsican launch roads it was almost enough to indulge our WRC fantasies, were it not for a want of extra performance – 11.8sec to 62mph is unlikely to leave you with sweaty palms.

Changes from the auto are relatively swift too, though in normal automatic operation it’s far from being the most responsive or smoothest we’ve used. In contrast, Citroen’s manual ‘box seems to be getting better – the shift action isn’t nearly as baggy as it used to be. Heel and toe gearchanges – it can’t just be us that try this in funky family hatchbacks, can it? – aren’t easy to achieve thanks to a brake pedal that offers too little resistance for fancy footwork.

Technical highlights

You’ll find little remarkable under the skin, but arguably that’s the point – cars like this provide automakers with extra profit-making opportunities for otherwise tried and tested technology.

So what you get are MacPherson struts up front and a torsion beam at the back. It’s two-wheel drive only (the front pair, obviously) and there are no active suspension gubbins. PSA’s “grip control” is present here though, a traction control system that can adapt to the friction requirements of various surfaces, such as sand, snow, rocks, or simply regular paved roads. It also comes with a hill descent control system, and it’s a very reasonable £400 option on Feel and Flair trim levels.

What’s it like to drive?

Whatever its on-road manners, the C3 Aircross scores instant mass-market appeal for its cabin design and materials. In higher trim levels particularly, it’s a far more interesting and cheerful environment than most rivals.

The “metropolitan grey” trim of our test car had a hard-wearing, tweed-like feel and a colourway you might expect to find on an Ikea sofa or on some high-end luggage, and while there’s not a great deal of side support in cornering, the flat surfaces of both the front and back seats are much more comfortable than they initially appear. It feels like an honest approach and, like the regular C3, only serves to highlight how humourless the relentless push for “premium” has become.

There’s also a useful amount of adjustment to the controls, so most body shapes should be able to find something that suits – though the reasonably high driving position may give the tallest drivers a squeeze. Less appealing is Citroen’s touchscreen infotainment system, mostly because that’s your only access to the air conditioning controls. It seems to be improving bit by bit as we try it in different models, but it’s still a flawed system to use once on the move.

On the road, there’s actually some entertainment to be had, with the same kind of lightweight, nimble feel already present in the standard C3 and the C4 Cactus. You’ll not detect much feedback through the steering, but the rack is light and precise. Cars with mud and snow tyres – part of the grip control option – don’t steer quite as accurately (there’s an initial deadness to the steering not present in models on regular tyres), though all versions hang on longer than you’d expect before tyre squeal begins and traction breaks.

Push harder and there’s safe understeer, and a lift of the throttle brings the nose smartly back in line. The ride quality isn’t quite as pillowy as you’d expect given Citroen’s recent focus on comfort – there’s a firmness that suggests Citroen has prioritised body control over pliancy given the car’s taller stature – but there’s enough give that you’re unlikely to curse it on your commute.

Price and rivals

How long have you got? As mentioned at the top, the small crossover class – B-segment SUV, in industry lingo – is growing fast. At the recent Frankfurt motor show alone Kia presented its Stonic SUV, Hyundai has recently launched the Kona, and VW and SEAT all now offer competitors too. Throw in alternatives from Peugeot (2008), Vauxhall (Mokka), Renault (Captur), Nissan (Juke), Honda (HR-V), Mazda (CX-3), Ford (Ecosport) and, currently, Citroen’s own C4 Cactus. And we’ve almost certainly forgotten a couple.

Should you buy the Citroen? Possibly. Having not tried the very latest entrants from Kia, Hyundai, VW and SEAT – all of which are sure to be competitive – there are still unanswered questions in this class, but the C3 Aircross is undoubtedly one of the more interesting choices. For us, the Juke still gets a nod for offering a proper performance version (the Nismo RS), although regular Jukes are feeling pretty creaky by now. Mazda’s CX-3 channels some of the MX-5’s spirit too, and is probably as close as cars in this class get to being drivers’ cars. It’s an attractive car, but perhaps a little po-faced next to the extroverted Citroen.

If you do plump for the Aircross, you’ll need to know that pricing begins at £13,995 on the road, though realistically you’ll want to spend from £16,200 for a PureTech 110 in second-tier Feel trim, with a manual gearbox.

Even better, spend an extra £400 to get an extra 20bhp with the PureTech 130. Or spend less and buy the conventional C3, which – being a conventional car rather than a crossover – ultimately offers a better ride and handling balance than a lofty SUV, and is over 100kg lighter model-for-model. It’s no hot hatch, but it’s the more evo car.

 

Source : www.evo.co.uk

New Nissan Leaf tipped to get Nismo performance pack 0 44

Design chief Alfonso Albaisa told Autocar that adding a “racier version” with Nismo trim could help the second-gen hatch reach image-conscious buyers — something its predecessor struggled to do.

“The previous Leaf’s design wasn’t popular with the majority of people,
so its look couldn’t contribute to sales,”
 he said. “The new car
 is lower, wider and sportier, with the point
 of this design being to
 get greater accessibility of the market.”

Albaisa said it would be easy to develop Nismo parts for the new Leaf. Such a practice isn’t new to Nissan because it offers Nismo trim on several models, including the Juke.

A hotter Leaf E-Plus is also due in 2019. It will have higher-capacity batteries and a stiffer structure. A Nismo pack could make such a model constitute a performance variant.

 

Source : www.autocar.co.uk

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