Nissan Xterra 3.3L

Nissan Dealer

REVIEWS AND ROAD TESTS

Nissan -finally- gets it right.

The Xterra could change our image of a sports utility vehicle (its the best we could wish for it). According to the purists, after all, this category of vehicle has been progressively emasculated to satisfy the masses who prefer the container to the contents. On the one hand there ’ s the big SUV plated in gold; on the other hand there are those little guys: too flimsy to jump a rut. The Xterra promises to let us (re)discover the SUV ’ s origins: simple, robust and practical.Once in a while can ’ t hurt. Nissan ’ s California-style office, led by the capable Jerry Hirschberg, got lucky when picking the colours and contours of the Xterra. Of course, critical minds can point out that it ’ s just a cross (a Nissan specialty) between a Frontier (front end) and a Pathfinder (door handles mounted vertically on post C).

Still, you have to admit that having the roof flare up just behind the doors produces an interesting visual effect, as does the peculiar shape of the rear window. Add to that an aluminum roof rack able to hold your bikes (maximum capacity: 56.7 kg or 125 lbs) and a receptacle for, let ’ s say, your wet windsurfing togs (maximum capacity: 13.6 kg or 30 lbs). The basket is great, that is, until you decide to take advantage of the sunroof!

But while the Xterra looks great from the outside, the interior is disappointing. What a letdown! First, the suite itself, donated by the Frontier pick-up truck. Cheap- looking, lusterless plastic, and hardly inviting. Couldn ’ t the seat fabric at least have been made from brighter colours? I can already hear the Nissan dealer ’ s voice answering, Yes, but it would have been harder to keep them clean. Oh, of course.

If they haven ’ t been careful, you can expect the rear passengers to curse about having brushed the wheel wells with their skirts or pants or about having to hold their breath to squeeze in through the too-narrow doors. But don ’ t worry, once inside, they ’ ll feel better. There ’ s enough room for two adults. A third? Sure, but don ’ t forget to gag him, or he ’ ll probably start swearing about the cupholders nestled between his feet and the lack of a third headrest. Objects traveling in the rear cargo space will be more comfortable, benefiting from a dozen hangers for securely stowing both weapons and baggage.On the technical side, the Xterra has plenty of surprises in store, since it practically reproduces the mechanical and structural elements of the Frontier pickup truck. All by itself, this is a sign of strength and reliability.

Unlike Canadians, Americans have a wealth of choice: some twenty different configurations, ranging from a four cylinder with two driving wheels to a six cylinder with four driving wheels. Nissan Canada, which has adopted a different marketing scheme, is only offering the Xterra with a 3.3 litre 6 cylinder engine that rolls along on four driving wheels.

This engine is one that ’ s appreciated more for its torque than for its power, flexibility or fuel economy, three areas where this motor fails to live up to expectations. It ’ s true that it ’ s more fun to drive when the manual transmission is mounted on board. Despite its long stick, reminiscent of pickup trucks from the forties or fifties, I ’ m not sure which, the shaft is precise and the clutch is progressive. On the other hand, the manual transmission penalizes anyone needing to tow heavy loads. They will prefer the less demanding automatic gearbox for this kind of work.

Even though the rear suspension is based on a rigid axle, the Xterra manages not to jostle its occupants about too much the moment the wheels hit a surface that ’ s not as smooth as a billiard table. Even though the steering is deliberately slow, it is precise and correctly powered. Off- road, the Xterra has all the necessary qualities for exploration, though you have to watch out for ruts since the Xterra ’ s angles of approach and departure are not as good as those of some competitors.

Overall, the Xterra easily takes the prize for best all- terrain in its category. More practical than the Grand Vitara, more modern than the Cherokee and in particular, more formidable off the beaten track than the CR-V, Forester and other RAV-4s. On the other hand, it seems less civilized than the Escape/Tribute team which is just getting started this year.

PROS
Attractive form;
Original design;
Tried-and-tested engine.
CONS
V6 lacks zest and not very economical;
Depressing passenger compartment;
Vibrating rear suspension.

CRASH TEST
(five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

New front fascia
Compressor engine
2003

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Nissan Sentra 1.8L

REVIEWS AND ROAD TESTS

Weak and timid

I must admit that looking at a Sentra is just about as exciting as looking at a toaster. The very self-important Jerry Hirscheberg, head of the California corporation’s design department, had promised that the new Sentra would have a decidedly stronger personality. Was the promise kept? The Sentra rests on a wheelbase that is identical to the previous generation’s, but its platform does have something new to offer. Known by the code name HS, this is the first modular platform for Nissan. In other words, it can be adapted to other types of vehicles sold by Nissan across the world.Three trims are available (XE, GXE and SE-R). Its standard version, the economical XE, has no radio, no intermittent windshield wipers, no tachometer, and no vanity mirrors. The situation can be partially remedied by choosing the "Plus" group of options, but users will still pine for a number of features. As far as I’m concerned, the most logical solution is the GXE, which has more accessories likely to make life easier (power windshield wipers, cruise control, etc.). What about the SE-R? Sportier - this version has a leather-covered steering wheel and gear shift lever and even more importantly, it has a much more energetic powertrain, a firmer suspension, and rear disc brakes.

Completely fresh and new, the interior layout is a very positive contrast compared to the dull and austere design sported by the previous generation. Ever optimistic, the Sentra’s designers claim that five people can travel on this model. How about keeping it down to four! All seats provide adequate support and for users who need extra cargo space, the rear bench seat folds down in a split configuration, a handy feature. Classical and well styled, the dashboard boasts clear instrumentation, though it is a tad deficient on the base version. On the up side, all Sentras have adjustable steering columns and height-adjustable front seat belts and several storage spaces that are ingeniously positioned.The powertrain has an output of 126 hp, thanks to an advanced design (variable valve timing). The engine output has changed little (11 horses over the one it replaces), but it reaches its peak at a level than is 1,600 rpms lower than it used to be and likewise, torque has increased. However, any improvements are overshadowed by the fact that this revamping has lead to an appreciable weight gain. Depending on the trim and the resulting accessories, on average the Sentra is some 40 pounds heavier than a 2000 model.

The Sentra has gained nothing in terms of agility and despite the improvements brought to its chassis it fails to offer the same kind of handling as a Protegй or a Civic, for example.

Still, this particular Nissan is more comfortable than either of the aforementioned rivals. Although this sedan’s size has been gauged with comfort in mind, the body shows less sway and is more stable (tire diameters have been increased on all trims) when cornering. The new braking system (disc/drums on the XE and GXE) seems to be more effective than the earlier version and leads to a shorter stopping distance. A detail to keep in mind: antilock brakes are available solely on the GXE and SE-R.

On the road the 1.8-litre four-cylinder is relatively smooth and when pushed hard, any noise is quickly muffled by effective soundproofing material. Ordinary with the automatic transmission, performance levels are just a bit better with the manual alternative. Shifting is precise on the manual, but the gear ratio is designed more with fuel consumption than performance in mind.

Though the Sentra is better from just about every viewpoint, it still lags behind the competition in terms of driveability and personality, both of which remain so-so. On the other hand, the Sentra is a faithful travel companion that very rarely lets you down, which would explain why, according to a CAA survey, close to 90% of Sentra owners indicate that they would buy the same model the next time out.

PROS
Roomy interior
Sturdiness and reliability
Powerful sport versions

CONS
Very ordinary styling
Sluggish steering system

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: no data

New trims: SE-R and Spec V

2004 Mexico

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Nissan Parthfinder 3.5L V6

REVIEWS AND ROAD TESTS

Very bourgeois

As much as I was charmed by the first-generation Pathfinder, later versions were only a disappointment. Were my expectations too high? I don ’ t know. What I do know however, is that the first generation was downright exciting. Energetic and fun to drive, the original Pathfinder had an appealing personality, diametrically opposed to its replacement’s, a model that plays at being aristocratic with its chrome grille and wheel covers so shiny and flashy you’ll think twice before daring to drive this model through mud puddles.To avoid losing momentum, the Pathfinder is being updated in order to compete with the ever growing competition. Last year, the Pathfinder received restyled nose and hips, under which sit redesigned rims. To facilitate access to the throne, step rails situated below the doors are curved against the sides of the body. However, they are a bit short in the back, making access to rear seats tricky. The back bench is generously padded and is equipped with a reclining fold-down seat mechanism. However, comfort is acceptable at best.

All in all, one feels a little cramped in this Pathfinder (cargo space is lacking too). More than in any other respect, this is where the Pathfinder truly reveals its age.Among the adjustments made to the Pathfinder last year was a new V6 engine. Of higher cubic capacity (3.5-litres), this engine is not only more virile (in power and in torque), but it is also stronger, more refined (variable admission) and lighter. Despite the fact is requires Super fuel and is not at all efficient (an average of 14.9 litres per 100 km during the test drive), this engine has no difficulty making us forget the 3.3-litre V6 engine that once powered the Pathfinder.

The stopwatch confirms that acceleration and pick up time are better than before (this Pathfinder shaved a second off its time to reach 100 km/h.) The four-speed automatic transmission is the only available option and relies on a V6 engine. Unlike its richer cousin however, the QX4, the Pathfinder has less sophisticated machinery to command its 4WD.

While performance has improved (acceleration and pickup), braking has not as the Pathfinder continues to rely on the classic disc- drum combination. This is all the more regrettable since the Pathfinder has never been known for its exploits in this area and has a rather long braking distance. It ’ s obvious that the engineers preferred to concentrate on reducing internal vibrations and noises in order to better convince occupants of the Pathfinder ’ s consistency and comfort.

Is it the monoshell body, its dimensions or the astonishing steering precision that gives the impression that the Pathfinder behaves like a car? Whatever it is, it makes for pleasant everyday driving. Contrary to many of its rivals, the Pathfinder has no trouble negotiating city traffic, and its turning radius (11.4 metres ) is nothing to be ashamed of compared to sedans of equivalent size.

The Pathfinder also does well in the fast lane. Rolling is barely perceptible and the Pathfinder has good road adherence, albeit lower than that of a sedan. On poor roads, the rear suspension might wake the passengers seated in the back. It hops a little and vibrates from time to time, but the soundproofing materials manage to silence audible structural complaints.

Thinking of taking your Pathfinder off-road? You should know that only the fuel tank benefits from a protective shield to resist "hits" from stones and roots. You have been warned!

PROS
Good price/accessory ratio
Tough and reliable
Good for daily driving

CONS
Super fuel recommended
Long braking distance
Limited off-road capability

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * * *

New nose 16" wheels 2001

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Nissan Maxima 3.5L V6

REVIEWS AND ROAD TESTS

Wonderfully predictable

After experiencing several years of deficits, Nissan runs the risk of looking like an idol with feet of clay. No doubt its partnership with Renault will help the Japanese builder find its way back to profitability, but the fact remains that it has no margin of error and that each of its new models has to be an unqualified success. So far so good, the new-generation Maxima, the firm’s flagship model, has all it takes to attract buyers.

The elegant and classic Nissan Maxima has always been a favourite with consumers. Its conventional lines and sporty personality make it a prime choice in the eyes of sports sedan enthusiasts, even those who are only a tiny bit adventurous. The dashboard is well-designed and features easy-to-read instruments and easy-to-use controls, all very ergonomically correct. Another plus: a good number of well-positioned storage spaces.

Access to the passenger compartment is easy and the tilt steering wheel and adjustable seats make the driving position outstanding. Front seats are even more comfortable and provide good support and the 60/40 fold down rear bench seat can easily accommodate two adults. Legroom is satisfactory, but anyone over six feet (1.83 m) will find it hard to avoid the tousled look.

The trunk can take on enough baggage to keep four passengers happy though it doesn’t look particularly accommodating and its long rounded hinges eat into cargo space.This front-wheel drive is powered this year by a DOHC 3.5-litre V6 with an output of 255 horses. The same manual five-speed transmission found on previous generation Maxima models powers the front drive wheels and tends to change this vehicle’s sporty nature. Even if shifting is generally problem-free, it’s a bit hard to go from third to fourth smoothly. On the other hand, the four-speed automatic transmission is precise and smooth, its gear ratio is excellent and shifting is almost imperceptible. The Maxima can go from 0 to 100 kph (0-60 mph) in less than eight seconds.

The Maxima shows more resistance to torsion and flexion and the suspension has been improved to provide better road stability without any negative effect on the ride. Thanks to wider stabilizer bars, revised geometry and recalibrated springs and shock absorbers, handling is impeccable. This Maxima’s sporty personality means that it’s good on winding or badly deteriorated roads, to the point that it equals and even surpasses some of its European rivals in this regard.

Motorists who prefer sporty driving styles should opt for the SE version and its firmer suspension; it hugs the road like not many other cars do and it’s still comfortable, though it does react harshly to major bumps.

In spite of a major turning radius, the power steering system is responsive and precise. I would have liked more feedback on road conditions - especially behind the wheel of the SE - but I have to say that the Maxima offers good driveability.

Four disc brakes and an ABS system lived up to expectations; stops are linear and it takes no special effort to bring this vehicle to a full stop.

There’s no question, Nissan has managed to build a luxury sedan with exemplary handling, good driveability and total predictability.

PROS
More powerful
V6 Bold lines
Good handling

CONS
Slightly stiff suspension (SE)
Minimal performance in the lower rpm range
Narrow trunk opening
CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * * *

More power, to 255 hp.
2003

PROS
Successful restyling
Sturdy and reliable
Well-assembled

CONS
Naturally aspirated
 V6 lacks pep
Uncomfortable auxiliary seats
Suspension a bit mushy

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * *

Long bed available with the Crew Cab
2004

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Nissan Frontier King Cab XE

REVIEWS AND ROAD TESTS

The future starts today

In the next few months, Nissan dealers’ showrooms will host no less than 10 new vehicles. Among them, the Z, a large utility and a fully revamped Altima. The latter, which will arrive in a matter of weeks, features too many qualities (for a Nissan, that is) to be overlooked.

The brand had difficult years in the last decade. It’s understandable, because the products offered by this Japanese firm, although tough and reliable, were as plain as white bread.

Crumbling under the burden of debt, Nissan found the help they needed at Renault. Instead of pumping cash into Nissan, the former state-owned firm sent Carlos Goshn, its future Number One, to clean things up a bit. Mission accomplished, if we trust the last financial statements that show profits in the two billion ranges. Nissan’s revival is visible, is the new zestier products it has to offer. So, the new generation of the Altima will be the third. In fall 2001, it will start a promising Canadian career. In fact, the previous generation was as colorless, tasteless and odorless as this new one generates interest (a word rarely associated with Nissan lately) in many ways.

The new Altima is a modern ad stylish sedan (a coupe is under study) with a touch of questionable extravaganza; the vertical and translucent rear lights look like those of the Chevrolet Monte Carlo. But one thing is for sure: esthetically, this Nissan is different from its competitors and brings a touch of audacity in a generally drab category.

The body lies over a newly designed platform that ultimately, will be used on the Maxima as well. All dimensions have been increased. Wheel span, length, height, front and rear wheelbase, and interior room consequently are now comparable to those of direct competitors Accord and Camry.

To match its competitors, the Altima finally comes with a V6, a privilege that, until recently, was reserved to the Maxima. The 3.5-litre V6 produces 240 hp, 20hp less than that of the 2002 Maxima. But this engine will only be offered on the most expensive SE trim (5% of the estimated sales). Other editions of this front-wheel drive (S and SL) will be powered by a 2.5-litre 4-cylinder (180 hp). The luxurious SE will also be the only one equipped with anti-skid assistance on slippery surfaces.

The Altima’s interior has received special attention and the sporty presentation is miles away from the rival’s classicism. The retro touch, like the three huge dials inserted in the dashboard, will bring back memories to former owners of Japanese cars in the 70’s. This Nissan feels great, in spite of the improvable quality of the plastics. The steering column is adjustable two-ways, the driving position is comfortable leather seats are optional, but not heating seats. Controls are ergonomic and functional. The huge 442-litre trunk features no retention net, but reveals easy to load (low threshold) and versatile, with the split foldable back seat. Comparing the Altima to the Audi A4 would be farfetched (the A4 is undergoing a revamping of its own this fall), but we must acknowledge that this Altima, although not as drivable as its competitors, has powerful arguments to present. The new design brought many benefits to this Nissan: it’s now tighter, more balanced, still nimble in tight turns, very stable in longer turns. Both engines offer surprising performances. Especially with the V6, the Altima is progressive, fluid and powerful. The gear shifter is more accurate, less rubbery than before. And the automatic transmission is flawless.

The Altima’ sound level comes mostly from the tires and the howling four-cylinder in stiff accelerations. The Altima is more silent than the Accord. In fact, the main weaknesses of this Altima are the suspension (as tested), just too firm for our damaged roads, the steering a bit too light and the powerful brakes that offer ABS only on premium editions. Too bad.

After this first acquaintance, the Altima seems to be a well-born car that shows dynamic qualities comparable to the best available sedans.

PROS
Powerful engines
Roomy interior
Quiet ride

CONS
Stiff suspension
Over-assist steering
Fuel mileage is higher

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

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Nissan Frontier Crew Cab SC-V6

REVIEWS AND ROAD TESTS

Adrenaline rush

 They’re bubbling with enthusiasm over at Nissan, new models, record sales, the whole nine yards. It’s not really surprising; since merging with French giant Renault, uncertainty and stagnation have given way to new optimism. Even before the merger, the Nippon manufacturer had begun to renew its entire range, a major undertaking that is still in progress. After revising the Sentra and Pathfinder two years ago, the company gave the Frontier a facelift last year.

The timing couldn’t be better for this compact pickup truck, which had spent some 10 years in the shadows and despite the last remodeling, has not really been able to recover. Ironically, Toyota and Nissan, inventors of this niche in the 1970s, are being outstripped by such North American makes as the Ford Ranger and the Chevrolet S-10/GMC Sonoma duo from GM.

Although this market segment is not a crucial one, accounting for just 3% of sales in Canada, it is important for Nissan to have a compact pickup truck in its lineup. Not only was the firm the pioneer in the realm of compact pickups, it was also the first to introduce an extended cab version (King Cab) and a four-door model (Crew Cab). The Frontier is not available with the regular cab because of its limited sales.The last time this pickup was refurbished was in 1998, which is also when it was renamed Frontier. The Crew Cab version was launched two years ago, at the same time as the XTerra built on the same platform.

But there were problems even then. The Frontier was criticized for being under-powered, which was true; its appearance caused one American journalist to call the design,Third World-ish. Executives at Nissan weren ’ t too pleased about that, so they gave stylists the green light to make substantial changes, as quickly as possible. Coincidentally, the Pathfinder was the target of similar criticism, and it made trips to the plastic surgeon and the gym shortly before the Frontier did. From the outside, it looks great. The bigger front end and bulging fenders give the pickup a more muscular look. The passenger cabin has also improved, albeit only in the more expensive SE and SC versions. Otherwise it’s spartan and the liberal use of inexpensive plastic doesn’t help. And what to say about the awful "imitation inner tube" rubber on the steering wheel? It looks and feels horrid.

Along with looking dreary, the base XE version skimps on the equipment; the side mirrors can’t even be adjusted from inside the truck! It reminds me of my 1978 Chevette and believe me, that’s not a happy memory. In the same vein the overly long stickshift (manual transmission) not only looks outdated, it also hampers access to the radio controls. This is a shame, because it wouldn’t have taken much to improve the ergonomics. The same can be said of the comfort level; the rear seats are cramped. This is offset by good front seats and a suspension that provides a nice, smooth ride. An astonishing one, even, on the all-wheel drive models, perched high and fitted with oversized tires. On rough roads the rear end tends to bounce, but that’s to be expected from this type of vehicle.While the stylists were busy with the esthetic aspects, the engineers were reviewing the powertrain. One would have thought that the Pathfinder’s V6, with its 250 hp, would be the ideal solution, but it wasn’t that simple, the vehicles don’t have the same chassis or structure. To equip the Frontier with the most powerful engine in its category, they chose the good old Eaton compressor and added a standard 3.3-litre V6 with 210 horsepower. We came up short in our search for pure performances, it takes a good 10 seconds to achieve 0-100 km/h, but at low rpm the compressor is extremely responsive and generous with torque. A dramatic difference from the standard V6 (170 horsepower), which is cruelly lacking both torque and bite.
Japanese engines being what they are, both V6 engines are commendably smooth and quiet. The Frontier also has an excellent record for reliability, engine included. Other strengths include braking and steering. In my notes I wrote that the latter was, a sheer delight. Fast, accurate, and with a tight turning circle, it can be appreciated both in the city and off-road. The brakes are responsive and powerful and do not cause nose-dives in abrupt stops.

PROS
Successful restyling
Sturdy and reliable
Well-assembled

CONS
Naturally aspirated
 V6 lacks pep
Uncomfortable auxiliary seats
Suspension a bit mushy

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: * * * *

Long bed available with the Crew Cab
2004

Posted in Nissan | No Comments »

Nissan Altima 3.5L

REVIEWS AND ROAD TESTS

The future starts today

In the next few months, Nissan dealers’ showrooms will host no less than 10 new vehicles. Among them, the Z, a large utility and a fully revamped Altima. The latter, which will arrive in a matter of weeks, features too many qualities (for a Nissan, that is) to be overlooked.

The brand had difficult years in the last decade. It’s understandable, because the products offered by this Japanese firm, although tough and reliable, were as plain as white bread.

Crumbling under the burden of debt, Nissan found the help they needed at Renault. Instead of pumping cash into Nissan, the former state-owned firm sent Carlos Goshn, its future Number One, to clean things up a bit. Mission accomplished, if we trust the last financial statements that show profits in the two billion ranges. Nissan’s revival is visible, is the new zestier products it has to offer. So, the new generation of the Altima will be the third. In fall 2001, it will start a promising Canadian career. In fact, the previous generation was as colorless, tasteless and odorless as this new one generates interest (a word rarely associated with Nissan lately) in many ways.

The new Altima is a modern ad stylish sedan (a coupe is under study) with a touch of questionable extravaganza; the vertical and translucent rear lights look like those of the Chevrolet Monte Carlo. But one thing is for sure: esthetically, this Nissan is different from its competitors and brings a touch of audacity in a generally drab category.

The body lies over a newly designed platform that ultimately, will be used on the Maxima as well. All dimensions have been increased. Wheel span, length, height, front and rear wheelbase, and interior room consequently are now comparable to those of direct competitors Accord and Camry.

To match its competitors, the Altima finally comes with a V6, a privilege that, until recently, was reserved to the Maxima. The 3.5-litre V6 produces 240 hp, 20hp less than that of the 2002 Maxima. But this engine will only be offered on the most expensive SE trim (5% of the estimated sales). Other editions of this front-wheel drive (S and SL) will be powered by a 2.5-litre 4-cylinder (180 hp). The luxurious SE will also be the only one equipped with anti-skid assistance on slippery surfaces.

The Altima’s interior has received special attention and the sporty presentation is miles away from the rival’s classicism. The retro touch, like the three huge dials inserted in the dashboard, will bring back memories to former owners of Japanese cars in the 70’s. This Nissan feels great, in spite of the improvable quality of the plastics. The steering column is adjustable two-ways, the driving position is comfortable leather seats are optional, but not heating seats. Controls are ergonomic and functional. The huge 442-litre trunk features no retention net, but reveals easy to load (low threshold) and versatile, with the split foldable back seat. Comparing the Altima to the Audi A4 would be farfetched (the A4 is undergoing a revamping of its own this fall), but we must acknowledge that this Altima, although not as drivable as its competitors, has powerful arguments to present. The new design brought many benefits to this Nissan: it’s now tighter, more balanced, still nimble in tight turns, very stable in longer turns. Both engines offer surprising performances. Especially with the V6, the Altima is progressive, fluid and powerful. The gear shifter is more accurate, less rubbery than before. And the automatic transmission is flawless.

The Altima’ sound level comes mostly from the tires and the howling four-cylinder in stiff accelerations. The Altima is more silent than the Accord. In fact, the main weaknesses of this Altima are the suspension (as tested), just too firm for our damaged roads, the steering a bit too light and the powerful brakes that offer ABS only on premium editions. Too bad.

After this first acquaintance, the Altima seems to be a well-born car that shows dynamic qualities comparable to the best available sedans.

PROS
Powerful engines
Roomy interior
Quiet ride

CONS
Stiff suspension
Over-assist steering
Fuel mileage is higher

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

Posted in Nissan | No Comments »