2009 Nissan 370Z Sports Coupe Top Performance Sports car

The Nissan Z car is one of those few cars that were the first to show up on American shores. Although various numbers have appeared in front of that Z as the engine displacement rose, each Z car has been a top performance choice among modern sports cars. The 2009 Nissan 370Z coupe carries on this tradition while raising the bar for all sport coupes.

There are clear visual ties between the 370Z Coupe and its successful 350Z roadster predecessor, but from the ground up, every aspect of the Z has been revisited, redesigned or re-engineered to create a more finely polished performance machine. The wheelbase has shrunk and the rear track widened, while 95 pounds have been trimmed from its waistline. Not only does this pay dynamic dividends, but the car now looks trimmer, too. Torsional and bending rigidity have been increased, yet the old structural crossmember that used to reduce valuable cargo space has been relocated out of the way. All of this plus revised suspension tuning results in a car that feels more premium and grown up.

This is a system on which the legendary Z-series is enlivened. Nissan has kept the changes to a minimum, but in making a good mix of variations between the manual and automatic, and between the trims.

2009 Nissan 370Z Sports Coupe Image Gallery:


Models
The 2009 Nissan 370Z is presented in only two models. These are the 370Z, which is offered for $29,930, and the 370Z Touring, which costs $34,460. These are packed into only one body type –the coupe.

The 370Z, the standard, base model, is a good package. It is pretty well-dressed for a basic model, carrying a host of features. For starters, it gets the Nissan Intelligent Key with push-button start; and then, one gets the following among its other offerings: power door locks with auto-lock feature; power windows with one-touch auto up/down feature; automatic climate control; a center console box with a new non-intrusive cover design; two 12-volt power outlets; rear window defroster with timer; dual overhead map lights; a AM/FM/CD/AUX four-speaker audio system with illuminated steering wheel-mounted controls, and four cup-holders, two in door panels and two in center console. A six-speed manual is standard; a seven-speed automatic transmission with paddle shifters can be had at $31,230.

On the 370Z Touring, expectedly, one gets more features in the form of a 6CD Bose audio system with eight speakers, which includes dual subwoofer and MP3/WMA playback to start with. Other notable features include XM Satellite Radio, for which XM subscription, which is sold separately, is required; four-way power adjustable heated synthetic suede and leather-appointed sport seats with adjustable lumbar support; HomeLink Universal Transceiver; passenger seat map pocket and Bluetooth Handsfree Phone System. The Touring, too, comes with the standard six-speed manual with the option of a seven-speed automatic transmission with paddle shifters, which costs $35,760.

The 370Z doesn’t offer too much in terms of options. All that one gets are a Sport package and a Navigation package. At an extra $3,000, the Sport package augments the model with 19-inch forged lightweight aluminum-alloy Rays wheels that come fitted with Bridgestone Potenza RE050A high-performance radials. In this package, the prominent distinguishing feature is the spoilers fitted fore and aft, to lower the car’s drag coefficient from 0.29 to 0.28. In this package, the spec brakes get higher, with 14-inch front rotors and 13.8-inch rear rotors, up substantially from the standard rotor sizes of 12.6/12.1-inch. This comes with four-piston front and two-piston rear aluminum calipers.

And now, the Navigation package –for an additional $1,850, one gets goodies such as a 9.3 Gig Music Box hard drive and interface system for iPods and other MP3 players. By far, the most important addition this package carries is its GPS system that is powered by a hard drive and features a touch-screen display. This comes with real-time traffic information from XM NavTraffic, albeit this is a paid subscription.

Exteriors
As we saw in the beginning, this new version is striking for its smallness. Shorter and squarer than before, the Nissan 370Z has the kind of exterior it has never had in nearly four decades of its launch. The contours are tighter, as is the panels’ surface tension. Another area in which it stands out from its predecessors is in its aerodynamic shape. This is a tad too pronounced for a car of this shape and size, but is perhaps given so spell out its aggressive nature, and highlight its rear-wheel-drive.

While a few fitments are changed, a few remain devoutly loyal to its ancestor. Take a look at the vertical metallic exterior door handle of this 2009 model and compare it with that of the original 1970 model, and it is difficult to tell one from the other.

Turn indicators get a good-looking Z-shaped signal marker. All other elements are sober and just in place. The tires appear a little too bulky at first glance, but it has to be remembered that this is a sports car.

One more change that is brought in, although it is not something that strikes the eye, is the set of doors. These, along with the hood and rear hatch, are all-aluminum, with the steel support it got earlier being done away with. This is a smart way of reducing weight in areas that really can, without making it obvious. The result: a silent weight reduction of 90 lbs.

Interiors
The interiors truly stand out for their looks. They are befitting a sports car that is in its sixth generation. The materials are plush and well-designed. The element that takes the cake is the high-tech steering wheel that it shares with the Maxima. This stands out as the most attractive piece in the dash. To kindle the driver’s ego, a large Z shines out in the center of the steering wheel. At different places of the steering wheel, there are differing circumferences, making it look like an undulating circle of varying thickness. To give a feel of a vehicle that offers good grip, the steering wheel has perforated leather to grip, in the size of the clenched fist. These buttons, of course, stand out for their largeness.

The dash also reflects the sports car spirit. In the instrument panel, there are two rows of LEDs that indicate fuel level and temperature. This sits on the left side, beside a 180-mph speedometer.

The seats too, are slightly redone for this year. They offer more space and support to the passenger, while for the driver; the bolsters are softer and heavier for added padding. This appears to offer the driver the cushion needed for long drives.

Old timers of the 350 will remember that it was given a shock-tower support bar, which would dent the luggage space heavily. Thankfully, that is now done away with in this model. It now carries a cross-car bar that is placed directly behind the front seats. This gives way for more luggage space; when the rear hatch is lifted, there is ample space with good access.

And then, there is vast improvement on the quality and handling of the sound systems, as well. These touch-ups represent a well-rounded and comprehensive improvement on the interiors.

Safety
Well, this is a well-thought out, well laid out performance car. So, who would expect safety to be compromised? You get active safety features such as electronic stability control and anti-lock brakes. To supplement these, there are dual-stage front airbags; side-curtain airbags for head protection and front seat-mounted side-impact supplemental air bags for torso protection. These are in addition to active head restraints and four-wheel tire pressure monitors.

Driving Impressions
One drive on the 370Z and you will realize it is a true-blue sports car. Excitement is coded in its genes. It is a few notches ahead of even its illustrious predecessor. Whatever odd roughness the 350Z had here and there has been totally ironed out. The 350Z’s occasional rigidity at high speeds and sharp turns has been well taken care of.

Let us turn our attention next to another novel feature that is meant to aid smoother riding. The SynchroRev system is provided for this purpose. It is ideal for those who are not used to dual-clutching and using the heels and toes while driving. This system, by cutting the throttle on downshifts in matching engine speed with rear-axle speed gives it a feather-like, smooth synchronization.

Summary
This is a top class sports car; anyone who has had a ride on this car will vouch for this. It is a combination of some wonderful features, great power, terrific feel of the road, smooth glide and total safety. A race car cannot get any more refined, nor can more logic and common sense go into one. This is an exhibition of Japanese technology at its improvising best. Whatever the earlier 350Z had by way of some shortcomings have been well handled. The 370Z is a great fun vehicle to have. It is an owner’s pride, for sure.

Read rest of entry

Nissan Interaction design team Suffers to Make Future Cars Simple and Painless

– Unique interior-concept prototype developed from painstaking research –

TOKYO (February 27, 2009) – It is almost painful to watch Nissan designer Naoki Yamamoto get out of a test car. To understand the challenges aging drivers face, the 39-year-old interaction specialist is encased in a proprietary “aging suit” that gives him the mobility and faculties of a driver twice his age. “Sure, it’s uncomfortable,” Yamamoto says, “but to really understand a problem you have to feel it in your bones.”

At an “Interaction Design Workshop” today at the Nissan Design Center in Atsugi, Japan, Yamamoto demonstrated to reporters one of many methods Nissan’s Interaction Design team employs in a continuing effort to make future car interiors easier to understand and more comfortable to use.

Interaction design covers all aspects of the interface between people and cars. How do we understand which knob does what – and how it’s supposed to work? Where do we expect to find it? How can one design meet the diverse needs of people big and small, strong and weak all over the planet? And how does the experience make people feel?

Feelings – emotional responses to what people see, touch, hear and smell in a car – are absolutely critical to the success of any design. Feelings are also inherently and frustratingly subjective – which is why quantifying and analyzing them is among the paramount tasks of interaction design. For example, how much resistance feels right when turning a knob? What makes leather feel richer than a synthetic alternative?

Careful observation is vital, and Nissan’s interaction designers spend countless hours looking for signs of awkwardness as people interact with their vehicles. When not physically uncomfortable – as wearing the “aging suit” – the work can be mind-numbing. “Some days we watch hours and hours of video of different people doing the same thing,” says Associate Chief Designer Etsuhiro Watanabe says. “But the biggest challenge is figuring out what to look for.”

Sometimes the remedy can be ridiculously simple – like putting a small arrow by the fuel gauge so rental-car drivers don’t have to get out to see which side the tank is on.

But as on-board electronic functions proliferate, interiors become ever more complex and the need for interaction design becomes acute. So in 2005 Nissan created the Interaction Design Team to ensure logic and simplicity are not sacrificed. This move represents a key “Life on Board” initiative in Nissan’s four-fold technology strategy. (Safety, Environment and Dynamic Performance are the other three.)

“We’re a small team relative to the whole Nissan Design deparment,” Watanabe says. “But consistent with what we call ‘the Nissan Way’ we work cross-functionally with other teams in Design, Engineering, Product Planning, Marketing and Sales as well as Purchasing. It’s hard to know exactly what competitors are doing, but we suspect we’re among the leaders in our field. And our results are quickly incorporated in new products.”

Centerpiece of today’s workshop was BUI-2 – as in, “Best Usability Interior” – second-stage prototype of a unique interior concept incorporating leading-edge ergonomic features developed from the Interaction Design team’s research efforts.

Until you open the door, BUI-2 looks any other current-model Nissan Note. Even once behind the wheel, the interior layout feels so logical and familiar it takes a moment to feel surprised by what you find.

“That’s exactly the reaction we want,” Watanabe says. “What you see as you get behind the wheel should be instantly understandable and reassuring. You shouldn’t need a manual to know what to do next.”

The steering wheel itself is the first thing you notice: a compact oval that impedes neither knees nor sightlines to the instrument panel. With spokes linked to the steering column at 4:30 and 7:30 (as on a clock face) fingers find a comfortable grip at 3 and 9 o’clock (the Nissan-recommended posture). And yet palms find no resistance as they slide around the wheel when turning.

Hands need not leave the wheel at 3 and 9 o’clock as all controls on the steering-wheel hub – such as audio and cruise control – are within easy thumb’s reach. The left index finger can just as easily operate an electronic gearshift paddle at 10 o’clock. As the eye intuitively follows the finger, gear selections are sensibly displayed right next to the paddle.

Once the car begins to move, the eyes need never travel far. All drive-critical information is clearly displayed within the driver’s field of vision, between the top of the steering wheel and the road ahead. Video screens at left and right of the main cluster show what’s happening at the front bumper corners with sightlines so natural you might think they were windows. And glare is never an issue thanks to displays shaded by an arched dash.

Peripheral controls such as onboard navigation, climate control and mirror adjustment are laid out with equally intuitive logic: immediately visible, comprehensible and right where you would expect them.

Nowhere is the interaction challenge greater than with two functions that have frustrated generations of car designers: “ingress” and “egress.” Getting in and out of a car is physically awkward – especially for today’s older and larger users. But the Nissan team’s methodical approach is yielding results.

“Egress,” getting out of a car, is a complex, multi-step process that involves pulling a small handle, pushing a large and necessarily heavy door, sliding legs sideways, then using arms and legs in an effort to step out and down at the same time.

Nissan’s Interaction Design team has focused on the first steps in this process.

“Watch how different people grasp the same door handle,” Watanabe told workshop participants viewing a research video. “Men wrap fingers round the latch and push the door out with their elbows. Women use one hand for the latch and push with the other. People approach left and right side doors differently.”

“What we observed,” Watanabe continued, “is that since fingers approach the latch from several different angles, it has to be ergonomically efficient no matter how you grasp it.”

That insight led to the team’s simple but elegant oyster-shaped latch design used in BUI-2, and already incorporated in the new Fairlady Z and Nissan Cube.

Going a step further, the team realized users needed a better grip when swinging the unlatched door. That led to an easy-to-grip molded ridge running along the inside of each door parallel to the bottom of the window. Just below the latch is a sculpted knob that can be grasped to swing the door open or shut.

In the ongoing struggle for ease of egress, the Interaction team’s latch, ridge and knob comprise a significant advance that will quickly benefit customers.

“Sometimes our painstaking efforts may not be obvious to the customer,” says Watanabe. “But our work is very gratifying when we’re able to make life on board better for Nissan’s customers.”

Source: Nissan News

Read rest of entry

About Nissan Green Program 2010

Nissan Motor Co., Ltd.’s (NML) mid-term environmental action plan, Nissan Green Program 2010 (NGP 2010), is designed to fulfill Nissan’s environmental philosophy of “symbiosis of people, vehicles and nature” and contribute to a sustainable mobile society. NGP 2010 is specifically focused on reducing CO2 emissions both from Nissan products as well as from day-to-day corporate activities.

Nissan is focused on three core areas related to the environment: reducing CO2 emissions; reducing exhaust emissions; and accelerating recycling efforts.

Highlights of Nissan Green Program 2010 include:

• Incorporating CO2 reduction as one of the key management performance indicators.
• Launch a “three-liter car” with a target of 2010; a gasoline-fueled car that runs 100 kilometers on three liters of fuel.
• Expand availability of Flexible Fuel Vehicles (FFV) within the next three years.
• Launch a Nissan electric vehicle early in the next decade.
• Develop an original Nissan hybrid vehicle targeted for launch in FY2010.
• Accelerate development of plug-in hybrid technology.
• By 2010, reduce CO2 emissions from global manufacturing plants by 7% (per unit) compared to 2005.

“The Nissan Green Program 2010 provides a transparent view of Nissan’s future commitments to all aspects of environmental management,” said Toshiyuki Shiga, Chief Operating Officer, NML. “Nissan Green Program 2010 has been designed to address immediate challenges as well as creating the foundation towards a long-term sustainable business model.”

Source: Nissan Press Release

Read rest of entry

Nissan Starts Vehicle Testing of New Fuel-Cell Technology

TOKYO (February 25, 2009) — Nissan Motor Co., Ltd. announced today that it has started testing a vehicle with a next-generation fuel-cell stack.

Announced in August, the new fuel cell unit is 25% smaller than the previous model and provides 1.4 times the power output, 130Kw against 90kw before. With half the amount of platinum in its electrodes and a more durable catalyzer, it will also last longer and be less expensive to build.

Working toward commercial introduction of the fuel-cell stack, Nissan began onboard testing in late 2008, and in February this year started cold-weather testing at its Hokkaido Proving Ground.

Nissan will show the technology at FC Expo 2009*, one of the world’s largest fuel-cell exhibitions, scheduled for Tokyo Big Sight February 25-27.

The next-generation fuel-cell stack is part of a range of eco-friendly technologies that Nissan is pursuing under Nissan Green Program 2010, a plan focused on developing new technologies, products and services leading to real-world reductions in CO2 emissions, cleaner emissions, and expanded recycling of resources.

Source: Nissan Press Release

Read rest of entry

2009 Nissan Maxima a High-Quality Entry-Stage Luxury Sedan

2009 Nissan Maxima is a high-quality entry-stage luxury sedan that is well value the fair amount of cash Nissan’s charging for it. In fact, when fully loaded, it undercuts similarly equipped luxury-budged sedans by thousands, while in some cases being dynamically superior.

While wrapped in sharp, unique styling, the 2009 Nissan Maxima was put together using the best bits and pieces found in the Nissan and Infiniti warehouses. The fundamental front-wheel-drive architecture comes from the sporty Altima midsize sedan; however, its length was reduced and width enlarged to get better handling. Nissan’s ubiquitous 3.5-liter V6 engine shows up yet again, in this case with an ample 290 horsepower on tap. The Altima’s outstanding continuously variable transmission (CVT) is the lone transmission choice, but in the Maxima’s SV trim, it comes with metal paddle shifters that manage artificial transmission “gear” ratios. The low-friction, high-feel power steering is comparable to the Altima too, but once again, it was improved to provide a more driver-focused experience.

2009 Nissan Maxima Image Gallery:


Inside, the Maxima are an analog clock and fancier gauges missing from being 100 percent Infiniti. Materials and construction are thus as good as or better than those on an Infiniti G35, while the same sort of high-tech and high-lux equipment is available, from one of the finest iPod integration systems available to a cooled driver seat. Interior space is in reality a smidgen less than the Altima, so don’t expect the range-topping Maxima to be some sort of full-size Avalon competitor.

The 2009 Nissan Maxima should be on the must-look list of any luxury-car, buyer seeking for something in the 30-grand range; particularly something that recommends foul-weather-friendly front-wheel-drive. Vehicles that offer a similar quantity of high-tech equipment for a low price include the Acura TSX and TL, Hyundai Genesis and Volkswagen Passat. Vehicles that offer less equipment when almost same priced, but feature more driving fun and/or brand status, include the Audi A4, Infiniti G35 and Lexus IS. We think the Maxima stacks up well with any of these options, but where it finally stands depends on your definition of a luxury car or in other words, how much you’re willing to throw down for a Nissan sedan.

The 2009 Nissan Maxima is a midsize entry-level luxury sedan available in S and SV trim levels. The base model S approaches standard with 18-inch alloy wheels, automatic headlights, cruise control, a sunroof, keyless ignition/entry, dual-zone automatic climate control, a tilt/telescoping steering column, eight-way driver and four-way passenger power front seats, a 60/40-split rear seat, cloth upholstery, a leather-wrapped steering wheel, a trip computer, an auto-dimming inside mirror and an in-dash six-CD changer with an auxiliary audio jack.

The Maxima SV adds fog lamps, a driver seat manual thigh-support extender and power lumbar support, leather upholstery, a compass, a Home link universal garage remote and a nine-speaker Bose stereo upgrade.

The SV can be set with either the Premium or Sport packages, which offer much of the same equipment but differ in key areas. Both add transmission paddle shifters, xenon headlights (available separately, but curiously, this requires adding Bluetooth, too), a driver-side auto-dimming outside mirror, heated front seats, driver memory functions with automatic entry/exit, a power tilt/telescoping steering column, a heated steering wheel, rear bucket seats with a center trunk pass-through (60/40-split feature removed), upgraded leather upholstery and trim, Bluetooth (available as a stand-alone option) and XM Satellite Radio.

The Premium Package is distinguished by a dual-panel sunroof, a rearview camera, a seven-inch LCD screen, a cooled driver seat, rear-seat audio and HVAC controls, automatic up/down rear windows, a power rear window shade, wood trim, an audio-visual auxiliary audio jack and a dedicated iPod interface. The Sport Package marks a sport-tuned suspension, 19-inch alloy wheels, a rear spoiler and metallic-look interior trim. High-performance summer tires are an additional option with the Sport Package.

The Technology Package available on the Maxima SV includes a voice-activated navigation system with real-time traffic, a rearview camera, an auxiliary audio-video jack, a dedicated iPod interface, XM Satellite radio, a single in-dash CD player (which replaces the six-disc version) and 9.3GB of digital music storage. This package is cheaper when merged with the Premium Package; since several features are not separated. The heated front seats, steering wheel and outside mirrors can also be had in the Cold Package.

Every 2009 Nissan Maxima comes with a 3.5-liter V6 engine producing 290 hp and 261 lb-ft of torque. Power is sent to the front wheels via a CVT that can be overridden by six artificial “gear” ratios preferred by the driver with steering-column-mounted paddle shifters (SV trim only).

At track, the Maxima SV went from zero to 60 mph in 6.3 seconds. Its fuel economy is an EPA-estimated 19 mpg city/26 mpg highway and 22 mpg combined.

Every 2009 Nissan Maxima comes with regular antilock disc brakes, stability and traction control, front-seat side airbags, full-length side curtain airbags and front and rear outboard active head restraints. A rearview camera is optional.

The 2009 Nissan Maxima features design and craftsmanship honorable of its luxury-car price. In fact, the Maxima’s cabin in Premium and Sport appearance is probably a bit nicer than that of Infiniti’s G35 sedan. Buttons and knobs move with well-damped precision, while the dash and door sill tops are enclosed in a soft-touch material. The many buttons and knobs for audio controls, climate controls and the existing navigation system are well-placed and well-spaced so each function is easy to find, whether you’ve gotten into the car for the first time.

Read rest of entry

2009 Nissan 350Z Roadster A Comfortable Sports Car

With all the gee-whiz technology available in today’s cars, it’s easy to forget the joy that an essential sports car like a 2009 Nissan 350Z convertible provides. Nope, this car won’t make you a cup of coffee or tea as you drive into work. But the Z has everything you’ll need to get a hurry no caffeinated beverage could hope to match.

With its compact dimensions, spirited V6 engine, sharp handling, rear-wheel drive and well-balanced chassis, the 350Z roadster continues to be a sports car in the truest wisdom. And even though this generation of Z is in its last year, the styling still turn’s top. Nissan will be selling the all-new 370Z coupe for 2009 and is keeping the 350Z roadster only until it has the roadster version of the 370Z readied.

Compared to pricier competitors, such as the Audi TT, BMW Z4 and Porsche Boxster, the 2009 Nissan 350Z roadster lacks polish, both in terms of handling skill and interior design and materials. It’s also not as quick handling as Honda’s S2000. But this is still an inexpensive and reasonably comfortable sports car that delivers plenty of grins per mile. For its final year, the 2009 Nissan 350Z roadster rides into the sunset with its head held high.

Nissan 350Z Roadster Image Gallery:


The 2009 Nissan 350Z convertible is available in three trim levels: Enthusiast, Touring and Grand Touring. The Enthusiast arrives with 18-inch wheels, a power soft top, a wind blocker, a limited-slip rear differential, bi-xenon headlights, automatic climate control, cruise control, an auto-dimming rearview mirror, full power accessories, power seats and a CD/MP3 audio system with steering-wheel-mounted controls. The Touring model includes leather upholstery, heated seats, an upgraded Bose audio system, XM satellite radio and Bluetooth. The Grand Touring arrives with more powerful Brembo brakes and stability control. There are but two choices available for the 350Z roadster: a navigation system and a gray (versus black) soft top.

The rear-drive Nissan 350Z roadster is armed with a 3.5-liter V6 engine that makes 306 horsepower and 268 lb-ft of torque. Putting the power to the ground is either a six-speed manual transmission or a five-speed automatic. EPA fuel economy estimates are about average for a six-cylinder sports car; with the automatic transmission, the 350Z convertible checks in at 17 mpg city/ 23 mpg highway and 19 mpg combined.

Antilock disc brakes, traction control and side-impact airbags are standard across the board. Stability control comes standard on the Grand Touring trim but is unavailable on the others.

In government frontal-impact crash tests, the 2009 Nissan 350Z roadster received five stars (the highest possible score) for the driver side and four stars for the passenger side. In that agency’s side-impact testing, the Nissan received a full five stars.

The Nissan Z’s instrument panel features three gauge pods that move with the tilt steering wheel. Unfortunately, the wheel doesn’t have a telescoping adjustment. All of the controls a driver might need are close at hand, but some of the materials used in the cockpit seem low-quality for this price range. The roadster’s trunk proposes just 4.1 cubic feet of capacity. On the upside, the soft top is easy to control and can be dropped in about 20 seconds. Around town, rearward visibility is poor, as you might expect. Of course, that’s a non-issue when the top is dropped.

The 2009 Nissan 350Z offers performance equal to that of some of the best sports cars available. On a curvy road, the 350Z rewards its driver with a high level of outright grip and balance. The steering is a bit coarse in feel, but otherwise, it’s quick and well-weighted. Around town, the V6 engine is quite compliant. Find some open street where you can let it out, and the engine produces an enjoyable and deep growl. Power delivery is healthy and particularly entertaining at higher revs. Although the automatic transmission matches revs on downshifts, a manual transmission brings out the most in the car. The six-speed’s shifter feels heavy through the gates, but it’s fairly precise and clutch take-up is smooth, though a bit stiff.

Read rest of entry

2009 Nissan Nuvu EV - Reshaping The City

RESHAPING THE CITY
Within just a few years, cities all over the world will be at near bursting point. If mankind wants to retain the level of personal mobility it currently enjoys – and if the city is to survive – the only way forward is for a radical rethink of the type of cars driven there. One solution could be a car like Nuvu, designed for the city of the not-too-distant future.

‘Nuvu is literally a ‘new view’ at the future of the city car. It is electric, of course, but as far as Nissan is concerned, for tomorrow’s city cars that is a given. No, the most important aspect of Nuvu is the interior design which provides great comfort and space in an intelligent package designed to make best use of our crowded roads and limited parking slots.’ François Bancon, General Manager, Exploratory and Advance Planning Department, Product Strategy and Product Planning Division, Nissan Motor Co., Ltd.

Image Gallery:


At a glance
• 2 +1 seating in compact 3m package
• Unique platform for Nuvu
• Zero emissions from EV drivetrain
• Drivetrain previews production EV due soon
• X-By-Wire control for all dynamic functions
• Extensive use of natural, organic and recycled materials

An urban oasis complete with its own tree inside, which… provides shade for the interior, and… generates solar energy via its ‘leaves’

Overview
There is about to be a seismic shift in the urban landscape. Within the next five to seven years, some 55 percent of the world’s population will live in the city, threatening total gridlock. Unless something is done, the irony of the phrase ‘personal mobility’ will be self-evident.

Look around at the cars in a typical city traffic jam today and the vast majority will have only one occupant and four empty seats. Some might have two occupants, a few three. But find one with four occupants or more and you’ll be doing very well.

Today, we buy a family car knowing that we’ll only ever need to use it to its full potential one or perhaps two percent of the time. Tomorrow, things will be different. Tomorrow, things have to be different.

‘There is a new generation coming up who, finally, are questioning why we do the things we do. They are asking themselves, for example, why they are buying a large car when they know that for 99 percent of the time they will be in it on their own,’ says François Bancon, General Manager, Exploratory and Advance Planning Department, Product Strategy and Product Planning Division, Nissan Motor Co., Ltd.

‘It is our job to provide personal transportation that is better suited to people’s needs and to what the environment – in all senses – can cope with.’

Nissan’s vision for the future of urban transportation is encapsulated in Nuvu, a ‘new view’ of the type of car we will be driving in the middle of the next decade. Compact – it’s just 3 meters long – Nuvu is a concept vehicle with unique 2+1 seating. It is aimed at urban dwellers who don’t want to compromise on their personal freedom or their comfort, yet who appreciate that ’something has to give.’

Nuvu is agile, easy to drive, even easier to park. And it is, of course, an electric vehicle (EV). As Bancon says: ‘We believe zero emission vehicles are one of the key solutions for tomorrow’s city car.’

Nuvu is described as a moving oasis, a haven of green tranquility in the urban jungle. To underline this message, Nuvu incorporates a witty representation of its green credentials: across its all-glass roof are a dozen or so small solar panels. Shaped like leaves on a branch, the power they generate is fed to the battery using a ‘tree trunk’ within the car as a conduit. Nuvu also uses natural, organic and recycled materials within the cabin.

Nissan has already announced plans to introduce an all-electric car in Japan and the US in 2010 and to mass-market it globally in 2012. Nuvu is not that car, though it does share some of the technology that will feature in the planned production vehicle. Rather, it is a concept of how a Nissan EV might look in the near future.

In the longer term, Nissan foresees a future based around a line-up of zero emission vehicles regardless of their size, category and usage. Nuvu – or its production equivalent – is just one element of this emission-free future.

Nuvu in detail
The central thrust behind the development of Nuvu is not its motive power but its layout and use of space. Nuvu has been created for a city of the future, one that’s even more crowded than today.

That’s why it’s compact on the outside yet roomy on the inside. Built on a unique platform, it’s just 3 meters long and sits on a wheelbase of 1980 mm but is 1700 mm wide and 1550 mm tall to create a large and airy cabin.

Interior package
These dimensions provide all the interior room needed for the vast majority of city journeys. Nuvu has two regular seats and a third occasional chair that can be folded down when required. But, unlike some two-seater city cars currently on the market, it is a thoroughly practical proposition with an integral luggage area providing sufficient space for a typical supermarket or shopping expedition.

‘It is a real car,’ says Bancon. ‘There would be no disadvantages to using a Nuvu everyday. For the vast majority of users, three seats are more than enough most of the time.’

The packaging is designed to give priority to driver comfort with C-segment levels of space and the flexibility to invite one or two passengers on board. Cabin layout places the regular passenger seat beside but largely behind the driver’s seat, allowing the passenger to stretch right out. Ahead of this seat is a third occasional chair which, when not in use, is folded away into the dashboard assembly. But even when the third seat is in use, there remains sufficient legroom for both passengers.

In the interests of saving both weight and space, the third seat has a center section made from hardwearing yet comfortable netting. This hammock-like approach also has the benefit of allowing cool or warm air to circulate around the occupant’s body for extra comfort.

Shopping bags, briefcases and smaller items of luggage can be stowed behind the driver’s seat while if the driver is traveling solo, larger items can be stowed in the passenger footwall.

City car research
‘We did a great deal of research into how people use their cars in the city. We found that for 90 percent of the time, the driver was alone. For five percent of the time there was one passenger and for four percent of the time there were two passengers. You can do the math to find out how often four or more people were in the car!’ says Bancon.

‘We gave the second seat much more room than normal because when you take one passenger in your car it is usually someone you love and you want to make sure he or she is being carried in outstanding comfort,’ he adds.

Natural materials
Many of the materials used inside Nuvu reflect an increasing concern for the environment. The floor is made from wood fibers pressed into laminate sheets and is studded with rubber inserts made from recycled tires for grip.
To create a light and bright interior, the windscreen and roof merge into one extended panel running virtually the entire length of the car. But undoubtedly the most unusual feature of the interior is the ‘energy tree’ which rises from the luggage compartment floor to the roof behind the driver’s seat.

Solar panels
The energy tree is shaped like a thin trunk. As it reaches daylight it branches out under the glass roof providing occupants with protection from bright sunlight… just like a real tree. And providing a visual reminder of Nuvu’s green credentials, covering the branches are dozens of small solar panels shaped like leaves.

The panels absorb energy from the sun which is then fed back down the energy tree and used to help recharge the battery and provide an extra power boost for the electric motor. As well as being genuinely green energy, it is estimated that the power generated via the solar panels will save the equivalent of one full overnight charge from mains electricity each month.

Driver controls are as simple as possible. All the major functions – steering, braking, transmission and throttle – are ‘By-Wire’ while the steering is controlled by an aircraft-style steering yoke: with just one turn from lock to lock, the steering is very direct for agility and maneuverability in the city. Nuvu’s turning circle is just 3.7 meters. Thanks to its wide track and the use of 16 inch 165/55 tires mounted on lightweight, almost transparent, wheels, ride comfort, stability and agility is of the highest order.

There are two pedals – for stop and go – stalks for minor controls and a digital instrument panel with dials for speed, distance covered and battery range. The instrument panel itself is formed of layers – rather like an onion – and like the energy tree is another example of design inspired by nature. ‘We call it bio-mimicry,’ says Bancon.

Rear view/parking monitor
Two screens on the dashboard display the view behind the car – there are no door mirrors to disturb the airflow, but small cameras – and double as monitors for the Around View Camera which give a bird’s eye view of the car when maneuvering or parking.

Saving energy was the guiding force behind the use of low-energy LED head and tail lamps, while Nuvu’s heating and ventilation system filters and cleans the city air as it passes through the vehicle. Not only does it produce no emissions at source, but Nuvu actually helps clean up the city environment.

Exterior and interior design
‘Nuvu’s design is further clear evidence of Nissan’s continued desire to challenge convention and to explore all the possibilities that the EV could bring us. In many ways it was inspired by our two most extreme EVs of recent times: Mixim and Pivo 2.

‘Significantly, though, Nuvu delivers a more realistic interpretation of two of the most important aspects of its forerunners – the ‘Friendly Innovation’ found in Pivo 2 and the ‘Sports Dynamics’ central to Mixim

‘The result? We have designed a radical concept car that with just a few changes could go into production tomorrow,’ explains Masato Inoue, Chief Designer, Product Design Department, Nissan Motor Co., Ltd.

Developed by designers at Creative Box Inc. – Nissan’s design think-tank – Nuvu’s green house has flowing lines with gentle curves inspired by nature. The distinctive shape of the door glass on either side gives the impression of a hot air balloon that’s being gently inflated by pressure from within, while tropical fish inspired the profile of the side window graphics as a whole.

This contrast between the natural, fluid shape of the green house and the strength implied by the solidity of the lower body gives Nuvu a feeling of quality rarely found in a compact car.

Color and materials
Nuvu’s visual impact is further enhanced by its unique body color. Developed by Nissan Design, the shade is officially called Soft Feel Sandy Gold.

Matching the ecological values of an electric vehicle, the molded plastics and synthetic elements found inside a typical production car have been replaced by natural materials and organic alternatives, such as the wood fibers and rubber from car tires used for the flooring. The result helps create a relaxed, warm atmosphere within Nuvu’s cabin.

During the design development stage, key targets were to develop an EV that encompassed obvious modernity with engaging ambience and a playful aspect – hence the energy tree. ‘You don’t need to be a car lover to fall in love with Nuvu,’ adds Bancon.

EV drivetrain
Nuvu is more than a styling concept of a future EV. It is a fully working mobile test bed for much of the technology that will be used in Nissan’s production EV to be launched in 2010. For this reason elements of its technical specification are being kept secret for the time being.

The electric motor used in Nuvu is mounted at the rear of the vehicle and drives the back wheels, though neither its exact specification nor the power and torque figures are being released at this stage. A driving range of 125 kms and top speed of 120 km/h are being made public, however.

Li-Ion battery
Similarly although it can be revealed that the batteries used are of the latest laminated lithium-ion type and have a capacity of 140 Wh/kg (watt-hours per kilogram), the total capacity of the batteries and number of modules are not being disclosed at this stage.

Nissan began research into high output Li-Ion cells as long ago as 1992, but today development is carried out by Automotive Energy Supply Corp. (AESC), a joint venture company set up by Nissan and NEC Group.

Unlike a conventional lithium-ion battery with its bulky cylindrical cells, the laminated Li-Ion battery as used in Nuvu has thin laminated cells and fewer components overall. This boosts its power by a factor of 1.5 at the same time as halving its physical size. It also remains twice as efficient as a conventional cylindrical Li-Ion battery even after five years or 100,000 kms of continuous usage.

Another bonus of the compact cell construction is that a thin modular design is possible with a commensurate improvement in battery cooling efficiency. Higher power outputs are achieved through material improvements made to its lithium manganate positive electrode and carbon negative electrode. The use of chemically stable spinel-structured manganese for the positive electrode also helps ensure safe operation.

Its compact size allows the batteries to be mounted under the seats and the vehicle’s flat floor, thus helping to keep the center of gravity as low as possible.

A quick charge from empty to full should take between 10 to 20 minutes while a full charge should take between three to four hours from a domestic 220v socket.

Typical users
‘The people who will be drawn to a car like Nuvu are many and varied,’ says Bancon. ‘It is a cross generational car and not a signature vehicle for one generation.

‘There will be common threads, however. They will be early adopters but more importantly they regard themselves as urban citizens. They don’t just work or live in the city; they are part of the city. They want a car that somehow expresses who they are and which reflects their personal ideology.’

Conclusion
Although clearly a concept vehicle exploring aspects of future vehicle design, Nuvu nevertheless embodies many messages for today. Its clever interior provides ample headroom, legroom and comfort for most everyday needs without occupying more road space than it needs.

The use of recycled and natural materials underlines Nuvu’s environmental message and while the energy tree might be considered as a piece of whimsy, the use of solar energy is an entirely sensible and practical technological solution to aid an emission free future.

‘Nuvu is a concept car, for sure, but it is an entirely credible vehicle,’ says Bancon. ‘It is light, clean and easy to drive. It is practical and a sensible size, yet it is also embodies an element of fun: the future doesn’t look so bad, after all.’

Creative Box Inc.
Much of the research in the concept that became Nuvu was carried out by a maverick design studio called Creative Box Inc. Although wholly owned by Nissan, Creative Box is run as an independent offshoot where the company’s young designers are given a free rein to develop ideas and concepts for tomorrow.

Opened in 1987 in the lively Harajuku area of Tokyo, the designers are influenced by the urban buzz all around them. Away from the constraints of Nissan’s corporate HQ, the designers set their own working hours so as not to limit their creativity. A youthful part of the city, Harajuku is home to unusual architecture, the latest in fashions and style, street theatre, new music and avant-garde food.

The designers are a diverse mix of people from all over the globe, producing designs that challenge convention. Concepts developed at Creative Box are just the sort of cars the young designers would like to drive themselves: they are, in effect, their own target audience.

Nissan’s EV history
Nissan is today one of the world’s leading exponents of EV technology and has announced plans to launch a new battery-powered vehicle in 2010, with sales starting in Japan and the US before introduction into Europe and other markets.

But that EV is far from being the first Nissan electric vehicle. In fact the company can trace its EV history back more than 60 years to the ‘Tama’ model, which was introduced in 1947. The Tama was a family four seater with a huge rear hinged door on either side of the body to ease access to the rear seats.

The EV technology of the day was comparatively primitive so the heavy battery-powered Tama had limited performance and range. Top speed was 35kms, but it had a range of only 65kms between charges.

It wasn’t until 1970 that Nissan looked again at battery power with the arrival of a tiny city car called 315X-a. This was followed three years later by the EV4 pick-up truck and, another year later, by an electric concept based on the Laurel saloon.

In the 1980s the company produced an electric vehicle aimed at the recreational market. Called the Resort, it was an open-sided multi-seater that was part golf buggy/part mini-bus in concept.

In the 1990s, Nissan stepped up development of the EV, especially on the technological side. A smooth coupé concept, the FEV appeared in 1991. This led directly to the two-door FEV-II concept of 1995 which was powered by a lithium-ion battery. The first production EV with a lithium-ion battery was the 1997 Nissan Prairie Joy. Based on the conventional Prairie people carrier, Prairie Joy was used extensively as a mobile development test bed.

Lessons learned were then put into two further EVs, R’nessa and Altra, both launched in 1998. Both were converted from standard petrol-powered cars while the Altra was sold to hand-picked fleet operators in California for further real-world testing.

At the same time, Nissan started experiments in a car-sharing program in Japan. The purpose-designed Hypermini EV was built in sufficient numbers (around 220) for an extensive car-sharing program to be instigated: cars were leased to the city of Yokohama with the aim of developing a new mobility program. The diminutive Hypermini was a highly advanced vehicle powered by a synchronized neodymium magnet type motor and a lithium-ion battery. It used recycled materials as well as resin panels and had a light weight and easy-to-recycle aluminum spaceframe.

Although the Hypermini car-sharing experiment went ahead, it wasn’t until after the Alliance with Renault was in place that further EV development took place.

And that has happened at a rapid pace. The new millennium has seen no fewer than four concept EVs and the development of many new technologies designed to improve the practical performance and range of the EV. The revolutionary Pivo – revolutionary in every sense, thanks to its revolving cabin – appeared in 2005 and was followed two years later by Pivo 2, which incorporated X-By-Wire technologies, variable chassis geometry and four ultra-compact in-wheel motors.

Also making an appearance in 2007 was Mixim, a powerful EV using the newly developed Super Motor which boasted a top speed of 180km/h and a range of 250kms. Designed to prove that EV could still have sporting potential, Mixim was aimed at a generation of future drivers who have currently fallen out of love with the car.

Two more EV concepts have appeared this year: Nuvu at the Paris Salon and, earlier in the year, Denki Cube at the New York Show. Unlike Mixim, Pivo, Pivo 2 and Nuvu, the Denki Cube (Denki is Japanese for electricity) is based on an existing conventionally powered vehicle, showing how quickly an effective EV could be brought to market.

At the same time Nissan has forged alliances with other companies to speed up the development of many of the technologies central to the EV’s future. These include development of the powerful disc-type electric motor with Fujitsu General, Ltd., and the establishment of AESC with NEC Group to develop the laminated lithium-ion battery.

For more details, please visit conceptcarz.com

Read rest of entry