infiniti elliptical : NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRYBy Paul Dean(c) 1992, Los Angeles Times 11/06 America's most popular mid-size cars - in order of Septembersales superiority - are Honda Accord, Ford Taurus and Toyota Camry. Nissan's new Altima sedan aims to topple that triumvirate. It could take a ton of shoving. As veteran incumbents, Accord, Taurus and Camry have enjoyedlong, splendid terms in office. Altima is only a heartbeat away from the Stanza it replaces - acar that pattered few hearts and was outsold 7-1 by the Accord. Each of thetriumphant trio is a reliable, well engineered, Euro-styled motor car ofhigh value. A 3.0-liter V-6 is standard with Taurus. That engine is anoption with Camry, and a new powerful six-banger should be available in theupcoming remake of Accord. Altima's only engine is an inline-four. Honda comes as a sedan, wagon and coupe. Taurus is available asa wagon and a super high-performance sedan. Thanks to shared mechanicals,the larger-engined version of the Camry is actually a Lexus ES300 in a lessexpensive suit. Altima, built in Smyrna, Tenn., is available only as afour-door. There are only $5 and $10 price differences - nickels and dimesno longer apply in this economy - among Altima, Accord, Camry and Taurus. And by any general measurement of shoulder and trunk space,wheelbase and width, the old guard still outscores Altima. So where is Nissan's opening? Performance and styling. Although Altima's engine is four cylinders, it has beentransferred from Nissan's 240SX sport coupe. That translates to 16 valves with double overhead cams and 150horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25more than Accord. And for those still hung up on the snobbery and throb ofsix-cylinders, Nissan will refer potential customers to its muscularMaxima. In the looks department, Camry was new for '92, but Accord andTaurus have received only face lifts for the last few years. As with realnoses and eyelids, cosmetic enhancement eventually shows through. Altima, however, is kissing fresh from Nissan DesignInternational in San Diego. This was the studio that brought us theInfiniti J30, all ovals and capsules with just a hint of droop. That theAltima displays similar lines - right down to elliptical door handles thatare an Infiniti hallmark - is no coincidence. Even the basic Altima XE - opening a four-vehicle lineupstretching to a $20,000 version with power sunroof, automatic air,anti-lock brakes and CD - is thoroughly equipped. It delivers power steering and mirrors, tilt wheel, remotereleases for trunk and gas cap, tachometer and driver's side air bag for$13,300. A $1,000 options package adds air, cruise control, AM-FM stereocassette sound system and power antenna. There's also cut-pile carpeting and a sliver of richly polished^faux@ wood across the dashboard to justify press release references to``luxury appointments.'' A Nissan spokesman says it will be a warm January day in Detroitbefore anyone else produces ``this kind of car for that kind of money.'' He also agrees that Accord, Camry and Taurus fans carryloyalties larger than many religions. So who knows when, if ever, themid-size market will quiver before the threat of Altima the alternate. This would certainly be an opportune moment for a successfultotal invasion. Nissan, struggling hard to realign its reputation away frompure performance cars, recently announced a monumental $178 million lossfor the first half of this year. The test car was a GXE production prototype, always a riskyproposition. They are prone to minor misalignments or careless connectionsmade during their mechanical infancy. Despite this potential for isolated squeaks and wobbles, theAltima - equipped with a four-speed automatic - performed like awell-maintained second-generation car. The set and feel of its components, from the fit of doors tosuspension response, were taut and well-orchestrated. It is a balanced car,one that is sedate in turgid traffic but crisp and responsive when the roadopens, revolutions climb and the driving gets interesting. Whether feathering or stomping, the combination front disk-reardrum brakes gives precisely what foot and mind request. The automatictransmission allows smooth application of power - thanks to electronicenhancement - that continues through hefty kick downs for emergencymoments. And bless those who equipped the car with an overdrive button toadd to the pleasure of afternoon outings around coastal twisty bits. On the aforementioned asphalt corkscrew, the rear suspension ofthe car is an absolute wonder. It causes the rear wheels to toe in withangles that answer cornering and braking forces. It's a form of passivefour-wheel steering similar to that of the new Volvo 850. It adds much tothe security of the car's rear end during those times when maneuveringrequires one's undivided attention. As a handler, the Altima is a Boy Scout and a clear equal ofAccord, Camry and Taurus. All are honest, loyal and true, with zero badhabits. As a performance car, some might find Altima lacking. They couldalso dispute Nissan's claim that its 2.4-liter, four-cylinder enginematches a V-6. One Honda driver who sampled the Altima resorted to stealingLloyd Bentsen's line: ``This car is no Honda Accord.'' Altima's lines are fluid but relatively unexclusive in this eraof teardrops and jelly beans, slippery ovoids and flying wedges. The front end is jarring. There's a double-gash grille, with the top slit backed by a meshthat looks like a set of mini-blinds. Beneath that, a broad gape is brokenby three intake dams. Not a pretty sight. The interior is marked by a simplicity and a predictability thatboil down to ergonomic reliability. And it is not over plasticized. Bucketseats are supportive and adjust well. Analog gauges, of course. All is as it should be - save the driver's power window andlocking switches. It's difficult to separate the two by finger touch. Thedoor switch is marked by a symbol that could be a key, could be a baby'srattle. Touch the key symbol to lock? Or touch the key to unlock? Touchthe baby's rattle as a fertility rite? Life was so much easier whenswitches were marked ``L'' and ``U.'' Should Nissan get into revamping Altima doors for 1994, thecompany might consider junking mechanical seat belts. What once was a quick, convenient fix to meet passive restraintregulations has become gross nuisance. These days, with driver's-side airbags almost universal, there is neither reason nor requirement formechanical belts. Their time is done. It remains to be seen if Altima's time has come.
infiniti elliptical : NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRYBy Paul Dean(c) 1992, Los Angeles Times 11/06 America's most popular mid-size cars - in order of Septembersales superiority - are Honda Accord, Ford Taurus and Toyota Camry. Nissan's new Altima sedan aims to topple that triumvirate. It could take a ton of shoving. As veteran incumbents, Accord, Taurus and Camry have enjoyedlong, splendid terms in office. Altima is only a heartbeat away from the Stanza it replaces - acar that pattered few hearts and was outsold 7-1 by the Accord. Each of thetriumphant trio is a reliable, well engineered, Euro-styled motor car ofhigh value. A 3.0-liter V-6 is standard with Taurus. That engine is anoption with Camry, and a new powerful six-banger should be available in theupcoming remake of Accord. Altima's only engine is an inline-four. Honda comes as a sedan, wagon and coupe. Taurus is available asa wagon and a super high-performance sedan. Thanks to shared mechanicals,the larger-engined version of the Camry is actually a Lexus ES300 in a lessexpensive suit. Altima, built in Smyrna, Tenn., is available only as afour-door. There are only $5 and $10 price differences - nickels and dimesno longer apply in this economy - among Altima, Accord, Camry and Taurus. And by any general measurement of shoulder and trunk space,wheelbase and width, the old guard still outscores Altima. So where is Nissan's opening? Performance and styling. Although Altima's engine is four cylinders, it has beentransferred from Nissan's 240SX sport coupe. That translates to 16 valves with double overhead cams and 150horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25more than Accord. And for those still hung up on the snobbery and throb ofsix-cylinders, Nissan will refer potential customers to its muscularMaxima. In the looks department, Camry was new for '92, but Accord andTaurus have received only face lifts for the last few years. As with realnoses and eyelids, cosmetic enhancement eventually shows through. Altima, however, is kissing fresh from Nissan DesignInternational in San Diego. This was the studio that brought us theInfiniti J30, all ovals and capsules with just a hint of droop. That theAltima displays similar lines - right down to elliptical door handles thatare an Infiniti hallmark - is no coincidence. Even the basic Altima XE - opening a four-vehicle lineupstretching to a $20,000 version with power sunroof, automatic air,anti-lock brakes and CD - is thoroughly equipped. It delivers power steering and mirrors, tilt wheel, remotereleases for trunk and gas cap, tachometer and driver's side air bag for$13,300. A $1,000 options package adds air, cruise control, AM-FM stereocassette sound system and power antenna. There's also cut-pile carpeting and a sliver of richly polished^faux@ wood across the dashboard to justify press release references to``luxury appointments.'' A Nissan spokesman says it will be a warm January day in Detroitbefore anyone else produces ``this kind of car for that kind of money.'' He also agrees that Accord, Camry and Taurus fans carryloyalties larger than many religions. So who knows when, if ever, themid-size market will quiver before the threat of Altima the alternate. This would certainly be an opportune moment for a successfultotal invasion. Nissan, struggling hard to realign its reputation away frompure performance cars, recently announced a monumental $178 million lossfor the first half of this year. The test car was a GXE production prototype, always a riskyproposition. They are prone to minor misalignments or careless connectionsmade during their mechanical infancy. Despite this potential for isolated squeaks and wobbles, theAltima - equipped with a four-speed automatic - performed like awell-maintained second-generation car. The set and feel of its components, from the fit of doors tosuspension response, were taut and well-orchestrated. It is a balanced car,one that is sedate in turgid traffic but crisp and responsive when the roadopens, revolutions climb and the driving gets interesting. Whether feathering or stomping, the combination front disk-reardrum brakes gives precisely what foot and mind request. The automatictransmission allows smooth application of power - thanks to electronicenhancement - that continues through hefty kick downs for emergencymoments. And bless those who equipped the car with an overdrive button toadd to the pleasure of afternoon outings around coastal twisty bits. On the aforementioned asphalt corkscrew, the rear suspension ofthe car is an absolute wonder. It causes the rear wheels to toe in withangles that answer cornering and braking forces. It's a form of passivefour-wheel steering similar to that of the new Volvo 850. It adds much tothe security of the car's rear end during those times when maneuveringrequires one's undivided attention. As a handler, the Altima is a Boy Scout and a clear equal ofAccord, Camry and Taurus. All are honest, loyal and true, with zero badhabits. As a performance car, some might find Altima lacking. They couldalso dispute Nissan's claim that its 2.4-liter, four-cylinder enginematches a V-6. One Honda driver who sampled the Altima resorted to stealingLloyd Bentsen's line: ``This car is no Honda Accord.'' Altima's lines are fluid but relatively unexclusive in this eraof teardrops and jelly beans, slippery ovoids and flying wedges. The front end is jarring. There's a double-gash grille, with the top slit backed by a meshthat looks like a set of mini-blinds. Beneath that, a broad gape is brokenby three intake dams. Not a pretty sight. The interior is marked by a simplicity and a predictability thatboil down to ergonomic reliability. And it is not over plasticized. Bucketseats are supportive and adjust well. Analog gauges, of course. All is as it should be - save the driver's power window andlocking switches. It's difficult to separate the two by finger touch. Thedoor switch is marked by a symbol that could be a key, could be a baby'srattle. Touch the key symbol to lock? Or touch the key to unlock? Touchthe baby's rattle as a fertility rite? Life was so much easier whenswitches were marked ``L'' and ``U.'' Should Nissan get into revamping Altima doors for 1994, thecompany might consider junking mechanical seat belts. What once was a quick, convenient fix to meet passive restraintregulations has become gross nuisance. These days, with driver's-side airbags almost universal, there is neither reason nor requirement formechanical belts. Their time is done. It remains to be seen if Altima's time has come.
infiniti elliptical : NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRYBy Paul Dean(c) 1992, Los Angeles Times 11/06 America's most popular mid-size cars - in order of Septembersales superiority - are Honda Accord, Ford Taurus and Toyota Camry. Nissan's new Altima sedan aims to topple that triumvirate. It could take a ton of shoving. As veteran incumbents, Accord, Taurus and Camry have enjoyedlong, splendid terms in office. Altima is only a heartbeat away from the Stanza it replaces - acar that pattered few hearts and was outsold 7-1 by the Accord. Each of thetriumphant trio is a reliable, well engineered, Euro-styled motor car ofhigh value. A 3.0-liter V-6 is standard with Taurus. That engine is anoption with Camry, and a new powerful six-banger should be available in theupcoming remake of Accord. Altima's only engine is an inline-four. Honda comes as a sedan, wagon and coupe. Taurus is available asa wagon and a super high-performance sedan. Thanks to shared mechanicals,the larger-engined version of the Camry is actually a Lexus ES300 in a lessexpensive suit. Altima, built in Smyrna, Tenn., is available only as afour-door. There are only $5 and $10 price differences - nickels and dimesno longer apply in this economy - among Altima, Accord, Camry and Taurus. And by any general measurement of shoulder and trunk space,wheelbase and width, the old guard still outscores Altima. So where is Nissan's opening? Performance and styling. Although Altima's engine is four cylinders, it has beentransferred from Nissan's 240SX sport coupe. That translates to 16 valves with double overhead cams and 150horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25more than Accord. And for those still hung up on the snobbery and throb ofsix-cylinders, Nissan will refer potential customers to its muscularMaxima. In the looks department, Camry was new for '92, but Accord andTaurus have received only face lifts for the last few years. As with realnoses and eyelids, cosmetic enhancement eventually shows through. Altima, however, is kissing fresh from Nissan DesignInternational in San Diego. This was the studio that brought us theInfiniti J30, all ovals and capsules with just a hint of droop. That theAltima displays similar lines - right down to elliptical door handles thatare an Infiniti hallmark - is no coincidence. Even the basic Altima XE - opening a four-vehicle lineupstretching to a $20,000 version with power sunroof, automatic air,anti-lock brakes and CD - is thoroughly equipped. It delivers power steering and mirrors, tilt wheel, remotereleases for trunk and gas cap, tachometer and driver's side air bag for$13,300. A $1,000 options package adds air, cruise control, AM-FM stereocassette sound system and power antenna. There's also cut-pile carpeting and a sliver of richly polished^faux@ wood across the dashboard to justify press release references to``luxury appointments.'' A Nissan spokesman says it will be a warm January day in Detroitbefore anyone else produces ``this kind of car for that kind of money.'' He also agrees that Accord, Camry and Taurus fans carryloyalties larger than many religions. So who knows when, if ever, themid-size market will quiver before the threat of Altima the alternate. This would certainly be an opportune moment for a successfultotal invasion. Nissan, struggling hard to realign its reputation away frompure performance cars, recently announced a monumental $178 million lossfor the first half of this year. The test car was a GXE production prototype, always a riskyproposition. They are prone to minor misalignments or careless connectionsmade during their mechanical infancy. Despite this potential for isolated squeaks and wobbles, theAltima - equipped with a four-speed automatic - performed like awell-maintained second-generation car. The set and feel of its components, from the fit of doors tosuspension response, were taut and well-orchestrated. It is a balanced car,one that is sedate in turgid traffic but crisp and responsive when the roadopens, revolutions climb and the driving gets interesting. Whether feathering or stomping, the combination front disk-reardrum brakes gives precisely what foot and mind request. The automatictransmission allows smooth application of power - thanks to electronicenhancement - that continues through hefty kick downs for emergencymoments. And bless those who equipped the car with an overdrive button toadd to the pleasure of afternoon outings around coastal twisty bits. On the aforementioned asphalt corkscrew, the rear suspension ofthe car is an absolute wonder. It causes the rear wheels to toe in withangles that answer cornering and braking forces. It's a form of passivefour-wheel steering similar to that of the new Volvo 850. It adds much tothe security of the car's rear end during those times when maneuveringrequires one's undivided attention. As a handler, the Altima is a Boy Scout and a clear equal ofAccord, Camry and Taurus. All are honest, loyal and true, with zero badhabits. As a performance car, some might find Altima lacking. They couldalso dispute Nissan's claim that its 2.4-liter, four-cylinder enginematches a V-6. One Honda driver who sampled the Altima resorted to stealingLloyd Bentsen's line: ``This car is no Honda Accord.'' Altima's lines are fluid but relatively unexclusive in this eraof teardrops and jelly beans, slippery ovoids and flying wedges. The front end is jarring. There's a double-gash grille, with the top slit backed by a meshthat looks like a set of mini-blinds. Beneath that, a broad gape is brokenby three intake dams. Not a pretty sight. The interior is marked by a simplicity and a predictability thatboil down to ergonomic reliability. And it is not over plasticized. Bucketseats are supportive and adjust well. Analog gauges, of course. All is as it should be - save the driver's power window andlocking switches. It's difficult to separate the two by finger touch. Thedoor switch is marked by a symbol that could be a key, could be a baby'srattle. Touch the key symbol to lock? Or touch the key to unlock? Touchthe baby's rattle as a fertility rite? Life was so much easier whenswitches were marked ``L'' and ``U.'' Should Nissan get into revamping Altima doors for 1994, thecompany might consider junking mechanical seat belts. What once was a quick, convenient fix to meet passive restraintregulations has become gross nuisance. These days, with driver's-side airbags almost universal, there is neither reason nor requirement formechanical belts. Their time is done. It remains to be seen if Altima's time has come.
infiniti elliptical : NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRYBy Paul Dean(c) 1992, Los Angeles Times 11/06 America's most popular mid-size cars - in order of Septembersales superiority - are Honda Accord, Ford Taurus and Toyota Camry. Nissan's new Altima sedan aims to topple that triumvirate. It could take a ton of shoving. As veteran incumbents, Accord, Taurus and Camry have enjoyedlong, splendid terms in office. Altima is only a heartbeat away from the Stanza it replaces - acar that pattered few hearts and was outsold 7-1 by the Accord. Each of thetriumphant trio is a reliable, well engineered, Euro-styled motor car ofhigh value. A 3.0-liter V-6 is standard with Taurus. That engine is anoption with Camry, and a new powerful six-banger should be available in theupcoming remake of Accord. Altima's only engine is an inline-four. Honda comes as a sedan, wagon and coupe. Taurus is available asa wagon and a super high-performance sedan. Thanks to shared mechanicals,the larger-engined version of the Camry is actually a Lexus ES300 in a lessexpensive suit. Altima, built in Smyrna, Tenn., is available only as afour-door. There are only $5 and $10 price differences - nickels and dimesno longer apply in this economy - among Altima, Accord, Camry and Taurus. And by any general measurement of shoulder and trunk space,wheelbase and width, the old guard still outscores Altima. So where is Nissan's opening? Performance and styling. Although Altima's engine is four cylinders, it has beentransferred from Nissan's 240SX sport coupe. That translates to 16 valves with double overhead cams and 150horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25more than Accord. And for those still hung up on the snobbery and throb ofsix-cylinders, Nissan will refer potential customers to its muscularMaxima. In the looks department, Camry was new for '92, but Accord andTaurus have received only face lifts for the last few years. As with realnoses and eyelids, cosmetic enhancement eventually shows through. Altima, however, is kissing fresh from Nissan DesignInternational in San Diego. This was the studio that brought us theInfiniti J30, all ovals and capsules with just a hint of droop. That theAltima displays similar lines - right down to elliptical door handles thatare an Infiniti hallmark - is no coincidence. Even the basic Altima XE - opening a four-vehicle lineupstretching to a $20,000 version with power sunroof, automatic air,anti-lock brakes and CD - is thoroughly equipped. It delivers power steering and mirrors, tilt wheel, remotereleases for trunk and gas cap, tachometer and driver's side air bag for$13,300. A $1,000 options package adds air, cruise control, AM-FM stereocassette sound system and power antenna. There's also cut-pile carpeting and a sliver of richly polished^faux@ wood across the dashboard to justify press release references to``luxury appointments.'' A Nissan spokesman says it will be a warm January day in Detroitbefore anyone else produces ``this kind of car for that kind of money.'' He also agrees that Accord, Camry and Taurus fans carryloyalties larger than many religions. So who knows when, if ever, themid-size market will quiver before the threat of Altima the alternate. This would certainly be an opportune moment for a successfultotal invasion. Nissan, struggling hard to realign its reputation away frompure performance cars, recently announced a monumental $178 million lossfor the first half of this year. The test car was a GXE production prototype, always a riskyproposition. They are prone to minor misalignments or careless connectionsmade during their mechanical infancy. Despite this potential for isolated squeaks and wobbles, theAltima - equipped with a four-speed automatic - performed like awell-maintained second-generation car. The set and feel of its components, from the fit of doors tosuspension response, were taut and well-orchestrated. It is a balanced car,one that is sedate in turgid traffic but crisp and responsive when the roadopens, revolutions climb and the driving gets interesting. Whether feathering or stomping, the combination front disk-reardrum brakes gives precisely what foot and mind request. The automatictransmission allows smooth application of power - thanks to electronicenhancement - that continues through hefty kick downs for emergencymoments. And bless those who equipped the car with an overdrive button toadd to the pleasure of afternoon outings around coastal twisty bits. On the aforementioned asphalt corkscrew, the rear suspension ofthe car is an absolute wonder. It causes the rear wheels to toe in withangles that answer cornering and braking forces. It's a form of passivefour-wheel steering similar to that of the new Volvo 850. It adds much tothe security of the car's rear end during those times when maneuveringrequires one's undivided attention. As a handler, the Altima is a Boy Scout and a clear equal ofAccord, Camry and Taurus. All are honest, loyal and true, with zero badhabits. As a performance car, some might find Altima lacking. They couldalso dispute Nissan's claim that its 2.4-liter, four-cylinder enginematches a V-6. One Honda driver who sampled the Altima resorted to stealingLloyd Bentsen's line: ``This car is no Honda Accord.'' Altima's lines are fluid but relatively unexclusive in this eraof teardrops and jelly beans, slippery ovoids and flying wedges. The front end is jarring. There's a double-gash grille, with the top slit backed by a meshthat looks like a set of mini-blinds. Beneath that, a broad gape is brokenby three intake dams. Not a pretty sight. The interior is marked by a simplicity and a predictability thatboil down to ergonomic reliability. And it is not over plasticized. Bucketseats are supportive and adjust well. Analog gauges, of course. All is as it should be - save the driver's power window andlocking switches. It's difficult to separate the two by finger touch. Thedoor switch is marked by a symbol that could be a key, could be a baby'srattle. Touch the key symbol to lock? Or touch the key to unlock? Touchthe baby's rattle as a fertility rite? Life was so much easier whenswitches were marked ``L'' and ``U.'' Should Nissan get into revamping Altima doors for 1994, thecompany might consider junking mechanical seat belts. What once was a quick, convenient fix to meet passive restraintregulations has become gross nuisance. These days, with driver's-side airbags almost universal, there is neither reason nor requirement formechanical belts. Their time is done. It remains to be seen if Altima's time has come.
infiniti elliptical : NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRYBy Paul Dean(c) 1992, Los Angeles Times 11/06 America's most popular mid-size cars - in order of Septembersales superiority - are Honda Accord, Ford Taurus and Toyota Camry. Nissan's new Altima sedan aims to topple that triumvirate. It could take a ton of shoving. As veteran incumbents, Accord, Taurus and Camry have enjoyedlong, splendid terms in office. Altima is only a heartbeat away from the Stanza it replaces - acar that pattered few hearts and was outsold 7-1 by the Accord. Each of thetriumphant trio is a reliable, well engineered, Euro-styled motor car ofhigh value. A 3.0-liter V-6 is standard with Taurus. That engine is anoption with Camry, and a new powerful six-banger should be available in theupcoming remake of Accord. Altima's only engine is an inline-four. Honda comes as a sedan, wagon and coupe. Taurus is available asa wagon and a super high-performance sedan. Thanks to shared mechanicals,the larger-engined version of the Camry is actually a Lexus ES300 in a lessexpensive suit. Altima, built in Smyrna, Tenn., is available only as afour-door. There are only $5 and $10 price differences - nickels and dimesno longer apply in this economy - among Altima, Accord, Camry and Taurus. And by any general measurement of shoulder and trunk space,wheelbase and width, the old guard still outscores Altima. So where is Nissan's opening? Performance and styling. Although Altima's engine is four cylinders, it has beentransferred from Nissan's 240SX sport coupe. That translates to 16 valves with double overhead cams and 150horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25more than Accord. And for those still hung up on the snobbery and throb ofsix-cylinders, Nissan will refer potential customers to its muscularMaxima. In the looks department, Camry was new for '92, but Accord andTaurus have received only face lifts for the last few years. As with realnoses and eyelids, cosmetic enhancement eventually shows through. Altima, however, is kissing fresh from Nissan DesignInternational in San Diego. This was the studio that brought us theInfiniti J30, all ovals and capsules with just a hint of droop. That theAltima displays similar lines - right down to elliptical door handles thatare an Infiniti hallmark - is no coincidence. Even the basic Altima XE - opening a four-vehicle lineupstretching to a $20,000 version with power sunroof, automatic air,anti-lock brakes and CD - is thoroughly equipped. It delivers power steering and mirrors, tilt wheel, remotereleases for trunk and gas cap, tachometer and driver's side air bag for$13,300. A $1,000 options package adds air, cruise control, AM-FM stereocassette sound system and power antenna. There's also cut-pile carpeting and a sliver of richly polished^faux@ wood across the dashboard to justify press release references to``luxury appointments.'' A Nissan spokesman says it will be a warm January day in Detroitbefore anyone else produces ``this kind of car for that kind of money.'' He also agrees that Accord, Camry and Taurus fans carryloyalties larger than many religions. So who knows when, if ever, themid-size market will quiver before the threat of Altima the alternate. This would certainly be an opportune moment for a successfultotal invasion. Nissan, struggling hard to realign its reputation away frompure performance cars, recently announced a monumental $178 million lossfor the first half of this year. The test car was a GXE production prototype, always a riskyproposition. They are prone to minor misalignments or careless connectionsmade during their mechanical infancy. Despite this potential for isolated squeaks and wobbles, theAltima - equipped with a four-speed automatic - performed like awell-maintained second-generation car. The set and feel of its components, from the fit of doors tosuspension response, were taut and well-orchestrated. It is a balanced car,one that is sedate in turgid traffic but crisp and responsive when the roadopens, revolutions climb and the driving gets interesting. Whether feathering or stomping, the combination front disk-reardrum brakes gives precisely what foot and mind request. The automatictransmission allows smooth application of power - thanks to electronicenhancement - that continues through hefty kick downs for emergencymoments. And bless those who equipped the car with an overdrive button toadd to the pleasure of afternoon outings around coastal twisty bits. On the aforementioned asphalt corkscrew, the rear suspension ofthe car is an absolute wonder. It causes the rear wheels to toe in withangles that answer cornering and braking forces. It's a form of passivefour-wheel steering similar to that of the new Volvo 850. It adds much tothe security of the car's rear end during those times when maneuveringrequires one's undivided attention. As a handler, the Altima is a Boy Scout and a clear equal ofAccord, Camry and Taurus. All are honest, loyal and true, with zero badhabits. As a performance car, some might find Altima lacking. They couldalso dispute Nissan's claim that its 2.4-liter, four-cylinder enginematches a V-6. One Honda driver who sampled the Altima resorted to stealingLloyd Bentsen's line: ``This car is no Honda Accord.'' Altima's lines are fluid but relatively unexclusive in this eraof teardrops and jelly beans, slippery ovoids and flying wedges. The front end is jarring. There's a double-gash grille, with the top slit backed by a meshthat looks like a set of mini-blinds. Beneath that, a broad gape is brokenby three intake dams. Not a pretty sight. The interior is marked by a simplicity and a predictability thatboil down to ergonomic reliability. And it is not over plasticized. Bucketseats are supportive and adjust well. Analog gauges, of course. All is as it should be - save the driver's power window andlocking switches. It's difficult to separate the two by finger touch. Thedoor switch is marked by a symbol that could be a key, could be a baby'srattle. Touch the key symbol to lock? Or touch the key to unlock? Touchthe baby's rattle as a fertility rite? Life was so much easier whenswitches were marked ``L'' and ``U.'' Should Nissan get into revamping Altima doors for 1994, thecompany might consider junking mechanical seat belts. What once was a quick, convenient fix to meet passive restraintregulations has become gross nuisance. These days, with driver's-side airbags almost universal, there is neither reason nor requirement formechanical belts. Their time is done. It remains to be seen if Altima's time has come.
|
|
1937 oldsmobile, 1957 oldsmobile, 1970 oldsmobile cutlass, 57 oldsmobile, acura and logo, acura calgary, acura integra shells, acura laval, acura legend mats, acura mods, arp fasteners oldsmobile, burrard acura, classic oldsmobile, client satisfaction lexus, dallas oldsmobile, g35 infiniti, infiniti commercial songs, infiniti rx 35, irvine subaru, lexus auto parts, lexus is200 se, lexus nexus, lexus of bellevue, lexus of orlando, lexus soarer uk, lexus stem, metro lexus toyota, modified acura nsx, montclair acura, oldsmobile 37mm cannon, oldsmobile headlight assembly, oldsmobile heritage, oldsmobile history rocket, oldsmobile incentive, oldsmobile racing, oldsmobile sillhouette, oldsmobile wallpaper, park place lexus, saunders subaru, subaru ej20g, subaru re call, turbo wastegate acura