Photo by Randy Stern

What is the worst thing we have to endure?

Would it be a visit to the dentist? Dealing with family members that you have little-to-no patience with? What about the after affects of a break-up with a bad ex? Bullying?

A lot of people will tell you that purchasing a new vehicle is right up there.

Does it have to be a bad experience whenever there’s tens of thousands of dollars on the line? Whenever I visit a dealer, I try to find a vibe there. Would I be able to have a conversation with a salesperson? Would this salesperson know everything about the products he or she sells? Is there respect for the entire buying experience – or, will the sales manager and the salesperson gang up on you to get the vehicle sold today?

Having worked as a salesperson at a Toyota dealer in the Pacific Northwest briefly in the mid-1990s, I understand how the process works. I may not like it, but it is what we have now. There are variations on the theme – some good, some dubious. Social media also helped in changing the perception of the automobile retailer, where some engage from everything from sales to service to being a good citizen in the community and beyond.

Lately, my social media channels have been augmented by automobile retailers near and far. I studied their engagements to see where they are going with linking the retailer with the customer. It also reflects back to the dealership itself as reputations also resonate with the transaction or service appointment. Ultimately, a customer will say something whether good or bad – giving the dealership a chance to return the engagement either to remedy the issue or add layers towards a positive long-term relationship.

Has social media changed our perception of automobile retailers? You may be surprised by how much it has.

A lot of good work goes into implementing a social media strategy for a dealership. In some cases, a retailer will hire an outside agency to be their “voice” in social media. In the case of Derrick Dodge Chrysler Jeep Ram and Derrick Fiat in Edmonton, Alberta, they began with an experiment in May of 2011. It was not until they hired Joanne Hynes shortly afterwards where they began to ramp up their efforts. Hynes said that Derrick Dodge “saw an un-tapped resource that would allow us direct access to new and existing clients as well as fans of Chrysler brand products.” The dealership, along with Hynes, noticed that many of their clientele were using social media outlets. This, in Hynes’ words, “gave [Derrick Dodge] another tool and/or opportunity to reach out to them &/or to make ourselves, and our products and services more readily available to them.”

The result has been great for Derrick Dodge and Hynes. Their engagement efforts give them a reach beyond the Edmonton market through their presence on Facebook, Twitter and Pinterest. They can be found most every Monday celebrating “Mopar Monday” along with fans of Chrysler’s products across North America and beyond. It is as simple as Hynes and the dealership answering back something of interest related to a Chrysler theme.

In the case of Dave Orr at Bayview Chrysler Dodge in Sarnia, Ontario, he had been on staff as a salesperson at the dealership. Orr took the initiative in June of 2010 to integrate the dealership with social media. It took Orr “four months” to get the management of his dealership on board with utilizing social media, but not without resistance. Armed with a degree in Automotive Marketing, Orr saw his young age – being a part of “Gen-Y” according to him – and implemented his own strategy for Bayview.

For Orr, the implementation of social media at Bayview Chrysler is continuing to take root. Once the numbers for traffic and followers start to grow, Orr said he will start “integrating dealership specific promotions to current and potential clients” – including discounts on after sales service and parts. Orr also engages with other Chrysler owners in fans through a Twitter-based chat community called MoparChat, as well as in sharing photos and status updates from SRT’s official Facebook and Twitter accounts. “I’m about finding like minded people,” said Orr, “sharing ideas and building on those relationships. I have seen a lot of residual ‘Likes’ on my Facebook page from the interactions I have with Chrysler, SRT etc., online. Same goes for Twitter.”

Social media amongst auto retailers are indeed taking root across North America. In the Twin Cities, Luther Auto’s Fiat dealers in Brooklyn Park and Bloomington use Facebook to celebrate their customers and as outreach into the community through various events around town. The Buick-GMC dealer in White Bear Lake use both Facebook and Twitter to engage with their customers and fans of both brands. Other Twin Cities dealership and retail groups have some form of presence on either Facebook or Twitter – or on both social media channels.

Through my own interactions via social media, I’ve found that a retailer’s reach can go beyond their specific geographic territory. If you looked at my followers on Twitter, as well as other interactions, my impressions attract BMW dealerships across the continent as well as a few Fiat, Chrysler, Buick, GMC, Mazda, Audi and Porsche retailers – to name a few. No longer could I interact with a local dealership in the Twin Cities, but rather get advice from a BMW salesperson in New Jersey or a service manager at a Chrysler dealer in Alberta. This is perhaps one of the benefits of a dealership to engage in social media – going beyond your own local territory to connect with enthusiasts and potential clients.

But is a social media presence necessary? It appears that the answer is yes – for various reasons. Hynes said that, “If used correctly, social media is an important tool that allows dealerships to communicate in real time with fans of a particular auto brand and of your own organization. It allows you to develop long lasting transparent relationships with your community members and beyond. Also, it puts you in the fan’s mind as being the place they want to spend their hard earned cash when the time arises.” Orr adds that Social Media is “very beneficial because that’s the way the world wants to interact.”

However there are opportunities and drawbacks to take in consideration when an auto dealership is using social media. From several observations, there were engagements when dissatisfied customers would post a message on Facebook or tweet about their experiences. The challenge for any business is to engage with the dissatisfied customer towards a remedy of the issue. Otherwise, that customer will go elsewhere towards a satisfactory transaction.

The resolution is to also become proactive online. Hynes pointed out that Derrick Dodge began a Twitter hashtag called “Ask Tony.” When “Ask Tony” comes on Twitter, it gives an opportunity for customers to receive minor automotive service help online before taking their vehicle to the dealership in person. Hynes recalled a situation where a follower from Minnesota asked “Tony” for some auto service related assistance his son required while visiting the Edmonton area. “He chose Derrick Dodge because of our vast online presence and reputation,” said Hynes.

In today’s new world of instant communication and social media, more automotive retailers are finding that it is necessary to have a presence where most people get their information and entertainment – online and through their mobile devices. All it takes is a strategy, a balance of purpose with engagement in mind and a way to resolve issues when it arises online. The smart dealers who use social media will be the ones with higher sales and after sales satisfaction from their customers. It will also enable them to make inroads in their local communities as their reputation as social media citizens grow – even on a global scale.

If a social media presence and form of engagement helps to choose the place where to buy your next vehicle, then perhaps this is working as intended.

2011 Holden Commodore VE Series II SS sedan. Photo (c)2011 General Motors.

We at Victory & Reseda have some good news…and some bad news.

First, the good news: Holden will build the VF Commodore before we know it! Essentially, the VF will be a re-skin of the current VE. As you know, the VE came out on General Motors’ Zeta platform designed for a series of rear-wheel-drive vehicles aimed at Australiasia and North America. The VF is slated to use lighter materials – namely aluminum – add a bunch of tech on-board and to emulate a global design language as dictated by Chevrolet.

Power for the VF should be the same. Australian consumers already enjoy two High Feature V6s (a Holden design, in case you’re wondering) of 3.0litre and 3.6litre displacement. The top engine should be the newest generation Small Block V8 – displacing 6.2litres as in the current Corvette.

North American consumers received their first taste of the genial Aussie in the Pontiac G8 – a future classic by all accounts. Currently, the Zeta underpins the Canadian-built Chevrolet Camaro and long-wheelbase Chevrolet Caprice PPV (also sold as a Holden and a Chevrolet in various markets from New Zealand to the Middle East).

There is more good news, however. The VF will be imported from its Adelaide production facility to North America as Chevrolet’s rear-drive performance sedan. The sedan will sit on top of the four-door heap for retail consumers as a low volume, niche product aimed at those who want a Camaro, but with four doors.

To make the 2014 model very special, the next generation Small Block will be the only engine available for North American consumers. The word is that it will hit over 400 horsepower – tilted above the Dodge Charger R/T and Chrysler 300 C, but it is not confirmed which transmissions buyers will have a chance to choose from. It’s been said to expect a high level of content equipment-wise and for the VF Chevy to be tuned for performance driving placating enthusiasts’ want for superior handling and thrust.

For NASCAR Sprint Cup fans, the good news just keeps on coming. For the 2013 season, the Chevrolet racecar will take the shape of the VF Commodore. GM claims that it will be a natural fit as the rear-drive requirements of NASCAR befits the driveline of the actual VF. Keep in mind that the typical Sprint Cup racer is actually a standardized race car with a skin that resembles the “image” of which model represents a certain manufacturer.

Now for the bad news: The name. It is announced that the North American VF will be called the 2014 Chevrolet SS Performance Sedan.

Gulp.

Across social media, the name was given a lukewarm reaction. It was seen as unimaginative and lacking any passion for the intent of this car. But, there was a feeling it was coming down to this.

I, of course, have my opinions about the name Chevrolet came up for their version of the VF Commodore. With all due respect to my colleagues and contacts at or involved with GM, but I am not feeling it. There are plenty of SS models past and present that are appropriate, but I see the nomenclature as a top model for a performance lineup – namely the Camaro.

The extension of this argument comes from whether Chevrolet should have gone back to extract an old name or create a new one that would be a possible fit for the new car. One string of the rumor mill had the VF pegged as the Chevelle – which is a fantastic name from the past. Historians would probably argue several ways as to the reasoning against naming the Chevy VF a Chevelle. Or, rather, they nixed the upcoming large front-drive Impala to upend that name onto a domestic production run of the VF – namely at Oshawa alongside the Camaro.

Since the VF will represent Chevrolet on the track, think about the names that once went to battle over the decades wearing the bowtie badge. When you think of the Monte Carlo, you think of Dale Earnhardt and Jeff Gordon. The current Impala is Jimmie Johnson’s warhorse. If you go back earlier, you may recall the Malibu Lagunas that stoke the ire of the Ford Torinos and Dodge Chargers at Daytona, Darlington, Talladega, Riverside and Pocono.

Then again, it is worth noting that the Commodore’s high performance model is also known as the SS. Granted Chevrolet has been using the Super Sports moniker for much longer. Believe me, there’s an argument brewing somewhere between Fremantle and Cape Breton on the emotional meaning of the double-S badge.

This could go on while I’m opening up more cans of worms. I am personally not convinced that the VF would be served with the SS name by itself. I believe that the vehicle should be in the lineup – especially when a legend has been forged in the guise of its primary competitors: Chrysler’s second-generation LX-platform sedans.

Since the VF is a simple re-skin of a proven chassis – the Zeta – Pontiac G8 owners can already tell you its capabilities in terms of being a rival to Chrysler’s LXs. Chevrolet needs the VF Zeta more than the extended Epsilon II-platform Impala.

Lastly, it would be nice to know what kind of volume GM is looking for in the VF SS Performance Sedan. Or, the price point it would be looking at selling the thing. And, whether a small number of Australian-built cars would be bought by a select few at a price point reserved for the likes of higher level Camaros, mid-content pickups and large SUVs and below a stripped down Corvette?

However, this is too good of a car to fail anywhere – especially here in North America. My only advice to GM’s team on both sides of the Pacific comes from RuPaul Charles: “Don’t f— it up!”

2012 Fiat 500 Abarth. All photos by Randy Stern

A Victory & Reseda *non-driving* review of the 2012 Fiat 500 Abarth

Who says that North Americans do not deserve some of the fruits of global excellence?

It took us nearly 30 years for Fiat to return to this market. The leverage was a stake in Chrysler toward enabling distribution and production of its vehicles for our market. The Cinquecento – er, 500 – arrived last year marking the brand’s return. Instead of the 500 being imported from Poland where they build them for the rest of the world, Chrysler supplanted their former retro product – the PT Cruiser – with the Cinquecento at their plant in Toluca, Mexico. Fiat even had Chrysler build their Multiair engines at a plant in the Detroit area.

So far, so good…yet, we are never satisfied. First off, understand that the 500 works primarily as an urban commuter for those who would live with just two doors and a hatchback. That is not really enough to bring in even the most curious of consumers. To spice things up, Fiat added a convertible with the top piece rolling down the side frames of the exterior. In addition, they added a Gucci special edition for the fashion conscious.

Still, Fiat’s return did not start out as well as everyone liked. However things are turning around. The 500 is picking up steam, especially when fuel prices were scaling upwards in the first part of the year. The attraction to a retro-designed and fun little subcompact could be seen as a sign of where the brand will go as it sells at separate “studios” away from their American cousins.

Fiat needed a hook. They needed a halo to attract buyers to the showroom. The Cinquecento is a fine automobile, but it could use a little bit more…brio.

If one were to scour the interwebs a bit more, Fiat had an additional 500 on their books: The Abarth.

The story goes that Karl Abarth used to tune Fiats as far back as 1952 for racing purposes. In 1971, his company became part of Fiat as a high performance brand building pre-equipped models and supplying performance parts for unmodified vehicles. Though reconceived as a higher performance brand in 2007, Abarth models were seen as Fiat’s challenge to the likes of Renault Sport in terms of producing a slew of ultimate hot hatches for the European market.

North American enthusiasts knew that the 500 came in a version adorned by Abarth’s scorpion badge. The question was asked whether it could be made available for this market. The answer arrived in pre-production form at the Los Angeles Auto Show last November. The production vehicles just arrived a few weeks ago.

Normally, I would simply jump in one, drive it and give you my impressions of it. There is one small problem: My left leg. To own a 500 Abarth in North America, Fiat offers them only in a five-speed manual transmission. Since it would requiring using a clutch to engage the gears, my left leg and the synapse connected to my brain is rendered too stupid to even drive the little scorpion.

Instead, I enlisted someone else to do the driving. Not the Stig (or any of his cousins), but someone else arranged by a contact at one of the local Fiat studios. Frankly, I’m glad he did the driving.

To get things out of the way, the Abarth is powered by Fiat’s Multiair 1.4litre turbocharged engine. Before anyone equates this one with the one in the upcoming Dodge Dart, there are some differences between the two applications. The Multiair turbo in the Dart is used for fuel efficiency and is timed accordingly. The Abarth’s turbo is designed for performance, evidenced by its dual intercoolers, specific intake system allowing for a higher flow of air into the engine and a PCM chip for performance. Though the turbo is good for 160 horsepower, it only has 170 pound-feet of torque, compared to the Dart’s 185.

The Abarth also has a few more advantages than the similarly powered Dart. Despite the lack of a sixth gear in the transmission, the Multiair turbo has only 2,533 pounds to push around. The result is a very desirable hot hatch – on paper.

On the road, this little scorpion is nothing short of astounding. For starters, that Abarth-massaged 1.4litre Multiair turbo has a burble that you will always remember. It is a sound that is part-pulse, part-constant reminder. It’s not the noise that will grab you; it is the immediacy of the turbo that scores no lag whatsoever even from a standing start. You can see the boost gauge, melded onto the main instrument panel cluster with the outside speedometer, inside tachometer and a digital readout for fuel and temperature gauges and trip information, just react along with the revs.

Though you have to row only five speeds, it is recommended to keep the Sport mode on all the time in the Abarth. That way, you can let the engine run loose, the turbo spooling all the time and sharpen the steering reaction to a close-to-a-track experience as possible. Maybe you only need five ratios to row through? The shifter is light enough and easy to work for you to handle five cogs.

You’d expect the Abarth to handle unlike most mere automobiles. On curves, it is flat. Some banks, you do feel the lean – in healthy doses. The seats are perfectly bolstered, though firm. The bolsters do lock your torso to the high backs and rightfully shaped cushions. Both the steering and brakes are sharp to the point. You can feel the steering box exact curves and keep center on straights. You feel no drama in the braking whatsoever.

The biggest surprise is the ride. When you are not presented with imperfections, the Abarth is absolutely smooth. There is firmness, but it is dampened just right not to scare the living daylights out of you. When you do go through the bumps, the dampening works to balance out your body and the road itself. Again, you walk out of the vehicle refreshed and walking upright – a sign of a good sports car in my book.

As with most vehicles, there are a few downsides on the Abarth. Sadly, they are in the cabin where as a tall and somewhat wide person, I had a few challenges. The Abarth we demonstrated had a sunroof, cutting into my headroom – or, lack thereof. The 500 is normally a narrow car, so my shoulder room was exacting, my wingspan was not. As a passenger, my arms had to be folded, rather scrunched, into my torso.

Then, there are the seats themselves. Though I appreciated the bolstering and cushioning, I would appreciate a lower seating adjustment for the height to manage my height a bit better both behind the wheel and on the passenger side. As with the 500, do not expect to carry larger people or larger things in the cargo hold without sacrificing the rear seat.

Then again, would you actually carry anyone in the rear seat of a Fiat 500 Abarth?

Saving the best for last – Fiat did a fantastic job carrying over a lot of the European model’s design elements onto this version sold on this side of the globe. The front end, the wheels and the badging bring out a different personality out of the cutesy Fiat 500. You cannot mistake this one on the road –especially when one is gaining on your rearview mirror.

The Fiat 500 Abarth is one brilliant car. It is one for the few competent and in-tune drivers who can understand how to use 160 horses through five forward gears and push 2,500 pounds of hot hatch around the bend – and beyond. This is probably a good thing, because there are only a limited number of Abarths on sale this year. The dealer that I had the demo with already had their allotment spoken for – the demo model included.

However, I must address one thing – my not driving the Abarth. No more race driver excuses here as I’ve already stated for the umpteenth time the primary reason for not doing so. Acknowledging the debate on competency of an automotive journalist who cannot engage a clutch, if I could do so without feeling slow mentally – I would have. Then, I would have felt every nuance of this fantastic hot hatch.

From the passenger side, I can feel everything. It takes a driver who is in tune with the vehicle to comprehend how it feels from every aspect. The ears, eyes and synapses (the ones that are sharper than the few already discussed on here) absorbed every aspect of the Abarth to arrive at the conclusion as stated before.

For a rare beauty such as the Abarth, being invited to experience it from the second best seat in the house was worth every moment. The Scorpion is for real – no matter where you sit.

My sincerest thanks to Fiat of Bloomington, especially Stephen Moore, for the opportunity to experience the Fiat 500 Abarth from the passenger’s seat.

Barbara Jean (Bloom) Stern, circa early 1950s. Photo courtesy of the Stern Family Archives

Victory & Reseda wants to wish everyone a Happy Mother’s Day!

The beauty of doing this work and art is to see the diversity of people involved in this game. Amongst you are mothers – something I’ve neglected to cover extensively due to a perspective, which are both obvious but will reveal more in a moment. Yet, I honor my friends, acquaintances and readers (i.e. YOU) who do their best for their children – whether they are infants or have grown in their advanced years.

There is one fact that ties this site and the notion of motherhood: Mothers are indeed a part of this cycle of automobility. This fact has never escaped my own consciousness. Though my own mother, Barbara Jean (Bloom) Stern, was more of a baseball gal (she was the inspiration for the now defunct, but in stasis, The Heirloom blog on MLBlogs.com), she allowed her sons to explore other interests. For my brother, it was personal computers. For me, it was automobiles.

My mother was a wonderful woman. It took me years to finally come to terms with this as my latent immaturity compounded by being closeted blinded my ability to comprehend at the time. Mom did everything right for my brother and I. She was our moral grounding. She sacrificed a lot to ensure her children can manage in an ever changing, but morally challenging world. This was evident after my father left the house for good in 1972.

Mom gave a lot of herself to the community. She was our den mother in Cub Scouts. She had our 1972 Oldsmobile Ninety-Eight modified so she can drive us to campsites while in Boy Scouts. She was the president of the PTA in two schools. She helped campaign for a Los Angeles City Council member right in Reseda. And, if you asked a few of my old Reseda friends, she was a generous woman who was always nice to our friends regardless of who they were.

In automotive terms, she was my General Motors side of my house. The Bloom/Cohen side remained loyal GM owners for decades. Mom rarely drove dad’s cars favoring a 1955 Oldsmobile Ninety-Eight Starfire convertible to bring the infant Randy home 48 years ago. She drove our 1960 Chevrolet Corvair to PTA functions after Ralph Nader deemed it “unsafe at any speed.” It was apparent she enjoyed her 1967 Chevrolet Impala sport coupe more than dad’s 1970 Plymouth Barracuda. In the end, we had the 1972 Olds. Though she signed off on a Ford and a Mazda for my brother, the Bowtie and the Rocket were essential parts of who she was – even through her own parents and brother.

It is her brother, my uncle that solidified my automotive part of this house. He was a service person for two GM dealerships in the Los Angeles area. He ensured that my grandmother always drove a Chevrolet to the end. He always had some cool cars himself – again, always a Chevrolet. It probably explains a lot on my end…

In 1979, Mom dealt with two debilitating strokes. The second rendered her semi-paralyzed and aphasic. She was always a stubborn woman, a battler to the end. The next thirteen years challenged her physically, but she still had that spark that kept her going even before the strokes happened.

Mom is no longer with us. She died in 1992. It took me a long time to manage this grief. When I did, I used this medium to express my love for her in a way that could have been manifested decades before.

Today, I love her even more. I do miss her – a lot. If it weren’t for her, I wouldn’t be doing this – any of it.

Don’t mind me and my memories – please make some new ones today! If your mother is still on this Earth, so something special for her today. If you’re a mom, take some time off for yourself today. Let your children do your work for you while you embrace the loves in your life.

To my family, and my friends who are mothers, who have fond memories of Barbara Jean (Bloom) Stern, thank you for guiding me through the past twenty years without her in our lives. For showing me what a lost son had to do to understand the importance of ancestry and bloodlines. To embrace her as if she is still here amongst us.

In some way, she still rides along with me. She might be in the passenger seat with her wheelchair in the cargo hold. If she was still alive, I’m sure she’ll have opinions about some of the vehicles reviewed and discussed on this site…

Happy Mother’s Day!

Photo courtesy of the Ford Motor Company.

Today, the Cobra has been silenced.

Carroll Shelby was a legend amongst those who found another 50 or so horsepower underneath the hood. He knew his way around a sports car as he did behind the wheel of one in battle on the track.

Shelby leaves behind a legacy of powerful machinery dating beyond the 50-year mark – the AC Cobra included. The core of the Cobra is Ford’s massive 427 cubic-inch V8 that was dropped in a very light British-made roadster. Shelby brought Mustangs into his shop and developed some of the most astounding cars ever made. These extra special ponies were simply a cut above even the fastest factory Mustang in the showroom.

Why should we remember Shelby? Frankly, no one has ever done it like him. Some do – in their own way. But, Shelby brought a trove of knowledge and understanding what a car can and cannot do with a massive amount of performance. This came from his time as a race driver in the late 1950s, participating in Formula One and sports car racing circuits. His health got the better of him in October 1959 and he decided to concentrate on building and modifying cars.

While the Cobra created a buzz among global sports car enthusiasts, Shelby went to work on the Mustang and Ford’s entry into the endurance racing circuit – the GT40.

In the 1980s, Lee Iacocca remained friends with his old tuner friend. As Chairman of Chrysler, Iacocca brought in Shelby to tune up some of its small front-wheel drive models. It began on the Omni/Horizon chassis with the Dodge Charger coupe spawning the turbocharged Shelby Charger. It did not take long for Shelby to graft the Omni GLH, Chrysler’s answer to the global hot hatch trend. To add to the mystique of this hatch, Shelby bought the last 500 of the GLH to create the GLHS – good for 175 horsepower from a specially tuned 2.2litre turbocharged engine.

Shelby is known for consulting on series production vehicles. The original Dodge Viper was envision with the help of Shelby working with the Chrysler team involved in creating in what is seen as the modern version of the AC Cobra. He even lent his name to various projects involving Ford and GM. The last of them was the rebirth of the Shelby GT-H in 2006 re-creating the fastest rental car in the world for Hertz out of the retro-designed Mustang. His name continues to grace the most powerful products in the Ford lineup – the Mustang Shelby GT500.

There are probably many stories to conjure up about this Texan – a maestro of performance automobiles. However, Shelby offered up this coda for us all: “I don’t care if anybody remembers me. But we’ve built some hot rods I don’t think people are going to forget.”

Sorry, Mr, Shelby, but we’ll remember you, the AC Cobra, the Mustang Cobras and your fantastic Chryslers of the 1980s and 1990s. We will remember you Texas-size personality and heart – an your humor. You made my own automotive life full by your creations. Long may you run! Rest in peace.

Photo courtesy of Nissan North America, Inc. via Autoblog.com

What’s under those sheets in the 2013 Nissan Altima commercial?

In the aftermath of the New York Auto Show, Nissan released a television spot with the upcoming Altima driving around covered in a sheet. Though it signifies the coming of Nissan’s sales leader in the fall (or sooner), it also begins the process of an ambitious revamp of the lineup within the next 15 months. While the Altima’s sheet is released into the air, four other vehicles remain covered.

Hence the question needs to be asked.

The past month saw three Nissan vehicles residing in the V&R Garage. By now, you’ve probably read my impressions of each one. There is a common theme to all three – a link.

You would not be surprised to know that I am a former Nissan owner. In 1987, I traded in my old 1979 Mazda 626 coupe for a brand new Nissan Hardbody pickup. It did not last in my care, but it was quite memorable. It was proof that Nissan builds bulletproof machinery. That little truck was damn solid – from engine to everything else. I will admit that it became quite uncomfortable, due to its vinyl bench seat. Truth be told, I’d own another Nissan.

But, I digress…I am about to speculate what’s under those sheets in that commercials.

For starters, the Altima has been fully unveiled. We already know practically everything about it. It’s the other four cloaked vehicles that need to be addressed here. So, let me see what’s under those sheets…

Photo courtesy of Nissan North America, Inc.

PATHFINDER: The concept was unveiled at the North American International Auto Show in Detroit back in January. What are missing are the details. The look is similar to the Infiniti JX just released last month, but no one made some correlation whether the upcoming Pathfinder and the JX share the same platform and how much of each other’s design is actually shared. What is known is that the Pathfinder will be more of a softroader, seating seven with three rows of cushioning. Unknown are details, such as the choice of engines, actual drivelines, if it has any off-road ability like previous Pathfinders, and the content of each trim level.

Using the JX as a guide, the 265-horsepower VQ35 3.5litre V6 resides under the hood, which indicates a front-drive based platform for the new Pathfinder. If so, then the all-wheel drive system will be simply used for road grip and snow traction. However, Nissan wants us to believe that the system could do more than just that. It’s proven in the global X-Trail model that a Nissan front-drive biased all-wheel drive system can manage the worst – per an automobile show in India. I’d expect Pathfinders would have the requisite two-to-three tiers of equipment levels, the SV and SL included. The SL would have a chunk of the JX’s equipment, but don’t expect it to be a cut rate Infiniti.

Based on the concept, the Pathfinder is very handsome. All I ask is for more concrete information and a launch date.

SENTRA: A couple of weeks ago, a teaser video was released in the wild about the upcoming compact in the Nissan lineup. Rumors floated linking the Nissan Sylphy released at the Beijing Auto Show to become the Sentra for our market. If true, the Sylphy (also debuting as the new Pulsar sedan in Australia) provides clues that would bridge the current Versa sedan and the upcoming Altima. Needless to say, the Sylphy looks rather handsome.

Looks aren’t enough. The Sylphy will come with a 1.8litre engine in China. The current Sentra starts off with a 2.0litre engine while the SE-R has the more powerful 2.5litre from the Altima and Rogue. If the current compact performance target were 160 horsepower, one would hope that either the 1.8 or 2.0 would have such power at hand. I’d also propose that a SR-level sports model plunk the Juke’s 188-horsepower 1.6litre DIG turbocharged four under the hood. While we’d expect the next generation Xtronic continuously variable transmission to be available, I’d also see a six-speed manual joining the lineup. I’d also see a wide variety of trim levels from the basic S up to the sporty SR – all in the four-door sedan body. The SV and SL would be included as with all Nissans.

This segment is prone for massive growth into the next model year. Do not think that the next Sentra will be late to the party. It may be arriving just in time…

ROGUE: Yes, I professed my love for the current Rogue. But, I noticed that the sheets had another crossover-like vehicle underneath it. It appears to be smaller than the Pathfinder. Could it be the next Rogue? I certainly say so.

Globally, the Rogue shares its platform across several models wearing Nissan, Renault, Samsung and Dacia badges. Three different Nissans are built from this alone – the Qashqai/Dualis, the X-Trail and the Rogue. Though the X-Trail is designed to go offroad, the Qashqai/Dualis and Rogue are more softroaders than anything. Here’s my idea – merge the Qashqai/Dualis into the Rogue for a truly global small crossover product, stick with a two-row set-up and make it nice for all of us. It would have to embody the latest Nissan design tenets that will appear across the line everywhere – so why not merge those two models?

In North America, I’d expect it to be called the Rogue with the 2.5litre engine and next-generation Xtronic CVT from the upcoming Altima under the hood. I’d make the all-wheel drive system more intuitive adding the vector-sensing variable option (the AWD-V from the Juke) available on the driveline. Still, the same model content currently would work well with the new Rogue.

Understand that the Rogue doesn’t need a V6, a third row of seats and a slew of stuff to match its competitors. It just needs to be good…better still, right.

Photo courtesy of The Motor Report via themotorreport.com.au

VERSA HATCHBACK: We’ve actually seen this before. It was introduced last year in China ahead of the arrival of the Versa Sedan in the NAFTA zone. Since I’ve reviewed the Sedan, I am eagerly awaiting the hatch to replace the current “old” model – soon.

In the subcompact class, hatchbacks matter. The new Versa hatch – called the Tiida in several markets globally – will carry over all of the sedan’s driveline (109-horsepower 1.6litre direct injected four), trim levels (S, SV and SL), extraordinary interior space, and everything else. What would be intriguing is the presence of the Juke’s 1.6litre DIG turbocharged four – all 188 horsepower of it. Why? B-Spec racer? Hot hatch? The correct answer is “all of the above.” I propose calling it the SR.

If you look at how the class is shaping up, hatchbacks are leading the way with every product. Adding the hatchback to the new Versa will provide an edge to the lineup against the competition. If you’re looking for a success story for next year – this could be it.

WHAT ABOUT THE REST OF THE NISSAN LINEUP? Three models already confirmed for 2013 are the revised 370Z, the über-powerful Juke-R and the stratospherically priced and absolutely upgraded GT-R. It leaves plenty left in the lineup makeover, but where do I start?

For the Maxima, I believe it has one more model year to go before we see a new one. Some people might say that the market does not the Maxima. Actually, we do. There’s actually some room for growth in the premium large sedan market for the Maxima to continue being the sporty choice amongst the competition. A Maxima designed with the same design tenets as the current language allows on an extended Altima platform is fine. However, if Nissan can find a way to flip the VQ37 (the 3.7litre V6 in the Z and Infiniti G series – good for over 300 horsepower) sideways and connect it to the next-generation Xtronic CVT – look out!

The other problem is to resolve the large pickup and SUV built in Mississippi – the Titan and Armada. Nissan already announced that Cummins will provide a diesel to the Titan, but it needs much more than that. It needs a truck that can compete with Ford, GM, Ram and Toyota. The NV vans are a good start, but how about a NP or NT for the pickup – one with a range of engines, including the Cummins diesel?

As for the Armada, since Infiniti sells the QX (the new generation Nissan Patrol), one wonders whether Nissan has to sell a large SUV at all. If they do – import the Patrol. There’s no need to luxuriate it – that’s Infiniti’s job. To placate US emissions, you could drop the Cummins in the Patrol instead of Nissan’s own stump pullers. Infiniti might even consider dropping the Cummins in the QX…another good idea!

Photo courtesy of Nissan North America, Inc.

One curious issue that was brought up during the 2013 Altima launch was the absence of the hybrid variant. The question remains whether Nissan wants to continue offering alternative propulsion vehicles aside from the Leaf – or, should the Leaf represent the only option for those wanting to be less dependent on petroleum? For starters, Nissan is committed to the Leaf. Will there be more EVs coming from Nissan? I would not be surprised is that happens. I’m certain there will be surprises from the sustainable propulsion front out of Franklin.

Recently, I saw a photo of the 2013 Altima on some social media channel. If you ask me, I am looking forward to driving it. After all, the previous model won the Vehicle of the Year in 2008 with a rather well balanced sports-family sedan. This Altima looks like it could give Toyota and the rest of the midsize sedan market fits for the duration of its run. The rest of the lineup – I’d say, sit back and enjoy…

Photo courtesy of the Minnesota Department of Public Safety

If you use your mobile device while driving, there’s some bad news for you…you’re busted.

The reason for this warning has been a step-up of enforcement on the use of mobile devices – from regular cell phones to the latest smart phone devices – aimed against the elimination of distracted driving. Currently, this is the biggest campaign towards creating a safer environment on the roads.

Some might say that our public safety agencies have better things to do. In essence, they do – ensuring a safe environment for all drivers. As much as some of us would rather not deal with state, county and municipal authorities when we’re out and about, their job is to protect us from other motorists who could care less about the law.

On April 19, Minnesota’s Department of Public Safety began a state-wide step-up on distracted driving enforcement. The DPS presented a preliminary set of statistics last week based on reports from 142 agencies state-wide. On that day, 97 citations were made due to motorists who were texting while driving. In all, 2,149 stops were made state-wide as part of the enforcement step-up. In comparison, only 3.5 citations per day for violations of texting while driving were given out last year.

In Minnesota, statute 169.475 states that “no person may operate a motor vehicle while using a wireless communications device to compose, read, or send an electronic message, when the vehicle is in motion or a part of traffic.” It is that plain and simple. There are exceptions to the law. If you use a voice-activated or hands-free connection, make a call through a wireless network, connect with an emergency line to report an accident, medical emergency or witness some criminal activity, you are indeed legal under this statute.

Is this crack down on distracted drivers working? If you are on the side of eradicating the use of any mobile device while operating a motor vehicle, then this seems like a small victory with more to come. If you were one of those who were pulled over as part of this crack down, I empathize with you. Believe me, I understand the need to stay connected to the world at every turn. Our lives are busy enough and the want for instant communication and connectivity has seeped into our consciousness.

Automobile manufacturers are doing their best to make our connected lives easier. I, for one, have no qualms connecting my Blackberry with the Bluetooth connection in a vehicle. However, there are now some stipulations made by manufacturers to not use my mobile device for texting or use of social media while I am driving. For the record, I do my best to comply with these stipulations when I drive a review vehicle.

However, I pondered whether it made a difference if someone is using their mobile device through a hands-free Bluetooth connection so they would not have to use the phone itself to make calls. The spokesperson from the DPS stated that, “in reality, it’s the conversation that pulls a driver’s attention/focus off the road — not so much the hands issue.”

There are studies that support the above statement. The Minnesota DPS cited a study from the University of Utah that pointed out in using a mobile phone while driving – regardless of whether you use a hands-free connection or not –”delays a driver’s reactions as much as having an alcohol-concentration level of .08 percent.” Another study by the Carnegie Mellon Institute also stated that using a mobile phone while driving “reduces the amount of brain activity associated with driving by 37 percent.”

All of this is quite sobering. It is true, however, in the eyes of the public safety agencies. The Minnesota DPS continued by stating that “many drivers may say talking on the phone is same as talking to passenger. However, the difference is a passenger can be aware of the driving situation and serve as a look-out for hazards.”

Though it is legal in Minnesota to use a hands-free device for communication, the point the DPS is making is for us to understand the consequences by our want of connectivity. We think we are good drivers. We believe we can balance our driving ability with the use of technology while on the road. Now, we’re faced with these arguments on whether we should simply just shut down our cherished mobile devices and just concentrate on the job at hand – getting to your destination safely.

Why should we consider all of this before connecting our phones to the vehicle’s Bluetooth connection? The spokesperson from the Minnesota DPS summed it all up by stating that “the challenge is to change the driver culture to encourage motorists to pay attention and drive focused — and stress to drivers that they must take the task of driving seriously and not let other distractions push the task of driving to the ‘back seat.’”

Yet, the technology to receive and regurgitate your texts, your Facebook updates and your tweets are available now. Though public safety agencies would rather we not engage with social media-based conversations, they would instead have us reconsider those habits. Certainly it is hard to break our habits, but with enforcement on the rise – the incentive is there to change our behavior to comply with the law. Then, we can get to the point where our driving takes a higher priority than some argument with your significant other or some other unnecessary conversation via text or phone.

Something to think about…

“I was only drinking bottled water – from inside that store!” Photo by Randy Stern

Once there were five…then I forgot.

It’s been a while since I did a Five Favorites piece. They usually involve a theme and five items related to that theme. Sometimes, it’s a personal experience that dictates these five items. Sometimes, it’s other factors that parse out the list. Either way, you get five stories from one idea – novel, isn’t it?

A thought popped in my head: I’ve been asked a lot about the vehicles I’ve driven since the beginning of March. Two particular questions come up: “Which would I buy?” and “Which one would you buy?”

I get it. I’m an automotive writer/journalist. My work appears locally in Lavender magazine and on here for a broader audience. These are questions that would put anyone in my shoes on the spot.

Consider what my cranial-cereberal Rolodex has to go through: Eleven vehicles that spent time at the V&R Garage since early March. An additional eight vehicles were driven at events locally and in Austin, Texas. These vehicles encompass nine manufacturers covering fourteen brands. That’s a lot of vehicles to go through!

Now, I have to come up with Five Favorites out of 19 (actually, 18) vehicles. Thanks, readers. Don’t get me wrong – much respect due to all of you. You made it this far. Now, here’s your Five Favorites from the past two months of vehicles.

2012 ACURA TL: “In the process of driving the TL, I did find that reconnection back to Acura.” Yep, I wrote that. Nineteen years divided my ownership of a 1991 Integra RS coupe and this review subject. The TL represented the right Acura for a guy like me – a former brand owner who has grown up with responsibility, but with a streak of youth linking back to the old coupe. The TL is a brilliant car with an excellent all-wheel drive system, fantastic power, a fine transmission, great seats and cockpit and the chutzpah expected by the dual-caliper brand. I can honestly say that this is the best premium vehicle I’ve driven in the past several years.

2012 CHRYSLER 300 SRT8: Imagine pulling onto the on-ramp onto Interstate 94 near the Minneapolis Convention Center. You want to feel the power on even a short strip of freeway. You could ease onto the ramp and gradually get to speed – or, step on it. I chose the latter. The result was my guide informing me that I hit 444 horsepower upon depressing the throttle hard. I checked if my friends riding in the back seat were OK. They were. This exercise in civilized brutality provided an apex in terms of personal journey into performance. Could I get anything better than this? Of course, you’ll say “yes” – I beg to differ. Not with this baby.

2013 DODGE DART: Before anyone asks if I “drank the juice” while I was Austin, I didn’t. This vehicle is for real – an unbiased, experiential opinion. I’ve driven two of these compact sedans, as well as a chunk of its competition. This is a qualified and justified response to those who question whether Chrysler and Fiat could answer the Chevrolet Cruze, Ford Focus, Hyundai Elantra and the rest of its ilk. The task of the Dart is to be the best compact sedan in this market. As production is now in full swing, I would invite you to drive this before you buy anything else. You’ll see why I really like the Dart above the rest.

2012 KIA RIO: The talk of growth in the subcompact class is for real. Petrol prices could go either way, but it is still at a point that concerns many motorists with their budgets still not flexing in this election year. That does not mean you can’t have fun in a small car. For those of us who cannot afford a MINI Cooper, there’s the Kia Rio. Yes, it is a silly comparison, but if I were to tell you how much fun I had in that EX hatchback I reviewed – and how much of a smile it put on my face – you’d think I need counseling. But, it’s true. For the money, it’s honest fun with efficiency to boot. The EX hatch is all you need, really.

2012 NISSAN ROGUE: Finding the right crossover and SUV is tough, especially when I drove a lot of them over the years. Considering that I did not buy into the whole SUV/Crossover trend until about a decade ago, it took a while to find out which one would put a big smile on my face. What the Rogue does well is to be unassuming, but full of surprises to entertain even the most doubtful of consumer. It’s got, space, comfort, performance…and everything works! That’s all you need, really. My soft heart for the Rogue continues, especially when I find myself parked in a row with more than one of them.

2012 Nissan Versa SV sedan. All photos by Randy Stern

A Victory & Reseda review of the 2012 Nissan Versa Sedan

Not all subcompacts are created equal.

For consumers looking for an inexpensive and efficient mode of transport, we are often taken down a path where 40MPG is the main, if not the only, selling point. A consumer never asks what they lose in the process of gaining high efficiency. They understand that a subcompact is smaller than the average car sold in North America they will lose precious space in some cases and will also lose strong throttle response when needed.

Of course, this comes from a chauvinistic view of being, well, Americans.

In Europe and Asia, these vehicles are the norm. Most likely, a diesel engine will be plunked under the hood, compensating for some loss of low-end performance. Not to mention, diesel is less expensive than regular unleaded petrol in most of the world. Yet, the so-called B segment induces volume sales no matter where they are sold – except right here in the good ol’ U.S. of A.

What if there is a subcompact that placates to American tastes? One that can fit a family of four comfortably. One that achieves high fuel economy and offers enough performance to go places – near and far.

This is where Nissan’s newest car comes into play – the Versa sedan.

Prior to the arrival of the new sedan, the old Versa was a by-product of the alliance with Renault. Underneath its mash-up of Nissan and Renault design elements is a DNA that was co-developed with the likes of the Renault Clio and the Dacia Sandero. Known as the Tiida outside of America, the Versa was introduced as a larger solution to the Toyota Yaris, Honda Fit, Hyundai Accent and Chevrolet Aveo. It was large and comfortable inside and offered a range of engines that balanced performance with economy.

Yet, the first gen Versa was quickly outclassed by every new subcompact that was introduced. To counter the onslaught from its competition, Nissan developed a new generation model that would take the latest design elements from the brand, but developed on a revised version of a common platform that is currently shared with products from Renault, Dacia and Samsung.

When it was introduced in China a couple of years ago, everyone thought the new Tiida/Versa was a bit unusual. Not exactly as polarizing as the Juke, but some observers remarked that the new Tiida/Versa appeared to be a bit overdesigned. The fact is that Nissan had been focusing on a new design language that will hopefully make them distinctive amongst its competition. This was reinforced by recent debuts, such as the upcoming 2013 Altima sedan and the Pathfinder concept.

While you can still get the old version of the hatchback, the new Versa arrives here as a sedan only out of its plant in Mexico. The result has taken both Versas to the top of their class in sales here. Recently, Nissan almost yielded 10,000 units sold in a single month with a mix of the old hatch and the new sedan.

How good is it? Let’s start from the outside, where the latest Nissan design language is on display for the first time. From the sweeping grille to big flowing taillights, the Versa sedan appears to be big on the outside for its class. In many cases, it is. All four doors open wide to accommodate every kind of body to minimal contortion. There’s plenty of glass to look out of – including out back.

The one design feature that drew my concern was the C-pillar and its “up-tick” side window profile. On some vehicles, it works. On the Versa sedan – not so much. It gives it a “retro” feel, but I can’t recall which Nissan (er, Datsun) it was ever grafted onto that ever sold here. Then again, it is only a detail that the aesthetic consumer would fixate on.

Inside is the real story of this subcompact. Before you get behind the wheel, sit in the back seat for a moment. Notice that you have more legroom than any sedan short of a Rolls-Royce Phantom. It may sound like an exaggeration, but I have never seen any cabin of its size for a car in the second smallest class sold in this country. Go out to the back and you will be surprised by an overly generous trunk – 14.8 cubic feet, to be exact – denoted by the overhang out back.

There’s plenty of space up front as well, though you might want some more comfortable seats to go along with that room. The cushions seem a bit short and the seatbacks lack bolstering to keep bodies locked in the corners. Also, the mid-level Versa SV tester driven here lacked center armrests for those wanting to take it for longer journeys. If you overlook those foibles, the seats are rather comfortable for the job it has to do everyday.

Instrumentation is straightforward with two right-sized dials for the speedometer and tachometer with a screen in the middle for fuel and temperature gauges and all the necessary readouts for the odometer, trip computer and fuel economy readouts. Switches are right to the touch, including the knobs and slider for the air conditioning, heater and ventilation system. The new steering wheel is really cool with nice switches for the cruise control and audio functions.

The audio system looks the same with most Nissan models. Though you get Bluetooth in the Convenience Package equipped on this SV tester, you do miss getting SiriusXM satellite radio. You have to the top of the line SL to get your fill of OutQ, BPM and Backspin. The Versa only has four speakers, but be careful with amping up the bass and treble with them – there will be some feedback and buzz if you hit the limiter of the audio settings.

Being the smallest and lowest-powered engine in the Nissan lineup, you will be surprised by the 1.6litre dual overhead camshaft, four valves-per-cylinder engine under the Versa’s hood. It may only have 109 horsepower, but it appears to give you much more than the spec sheet. Part of it comes from some engineering geekery – dual fuel injectors per cylinder that directly injected, for example. Again, Nissan shows off its engine development prowess resulting in a surprising and pleasing burst of energy. The Versa sedan keeps up with traffic nicely to even pass a few folks when asked to do so. You may be put off by the noise it makes when pressed into service, but it settles down nicely for it to do the job intended for you. A bit more noise deadening would work, but consider that this is still a subcompact designed to be a starter car for families and careers.

Connected to this engine is Nissan’s Xtronic continuously variable transmission – one of the best in the business right now. It works very well with the basic 1.6litre mill giving it the right ratio at the right speed. The front wheels provide traction for this driveline combination.

When driving the Versa, one would not expect sporty performance and driving dynamics. The Versa’s basic job is to get you from Point A to B without fuss or drama. The ride is on the soft side, but very poised when needed. Yet, the Versa reacts to road imperfections, including bumps and uneven surfaces. Handling is safe, but there is plenty of body roll on curves and banks. It does react well for evasive maneuvers.

As with every Nissan driven lately, the steering action is sharp and quick. There is a bit of play on center in the wheel, but it corrects itself nicely. Braking is sure and correct in both regular and panic stops. In all, Nissan made sure its best tenets in driving dynamics are in tact throughout the line – considering the degree of performance once you get into the levels of the Maxima, 370Z and GT-R.

The biggest selling point of a subcompact is fuel economy. We want our small cars to attain appropriate levels of efficiency. The Versa is no exception, as it turned a fuel consumption rating of 35.2MPG. This appears to be the record in fuel consumption amongst non-hybrids/electric vehicles reviewed in V&R.

One thing to consider is the price of admission when shopping in this class. Luckily, the Versa offers one of the lowest sticker prices in this market for a basic S Sedan starting at $11,770. However, this mid-level SV model with the Convenience Package came out to $16,280. In relative terms, this is a very inexpensive car to buy and run.

There were plenty of reasons why the Versa became the best selling subcompact in the USA since the introduction of the new sedan. The cabin is the huge draw, along with a willing and able driveline. The price points seem right for people with tighter budgets looking for spacious family (and/or your best friends) transport without apology.

However, some might dismiss the Versa as being bland and boring compared to others in this class. At the prices Nissan is asking for the sedan, do you expect absolute excitement all of the time? No one buys a Versa sedan to hoon in parking lots or run in road rallyes.

Where the Versa sedan really works is in the daily grind. For my day job, I drive 11.8 miles between home and work. Nine of those miles are done on freeways. The Versa’s 109 horsepower, engineering geekery, enormous space, fuel economy and everyday looks simply justify the need for a commuter sedan that doubles up as family transport and grocery getter.

Perhaps this is why Nissan sells 10,000 Versas per month – including the old hatch. If you want to be one of them, you’ll know why Versa sedan is indeed ripe for your daily grind after a drive or two.

DISCLAIMER: Vehicle provided by Nissan North America, Inc.

2012 Nissan Juke SV AWD. All Photos by Randy Stern

A Victory & Reseda review of the 2012 Nissan Juke

And, what is this supposed to be?

This is a question that challenged my soul during my time in graduate school. A year ago, I completed my Master’s Degree in Arts and Cultural Management at Saint Mary’s University of Minnesota. Supposedly, it was to be an entry into the management ranks of arts and cultural organizations in the Twin Cities and across the country. Instead, I became a fully-fledged automotive journalist with an unrelated contract position at a healthcare firm.

My time at Saint Mary’s was spent understanding the idea of art. From the arguments over Mapplethorpe’s exhibitions to working with a choral group whose performances challenges audiences to think while listening, the definition of art can be concluded as a moving target where appreciation and comprehension fluctuates with the moment.

I will argue that the same ideal should be applied to automobile design. When concepts and new production vehicles debut, the arguments fly whether the design was right for the era or the segment. In supercars and GT coupes, we excuse the design by carrozeria’s efforts to create a masterpiece with signature elements denoting both brand and design house. For volume vehicles, it is a completely different story.

How does a person who is supposed to work in an arts organization explain the Nissan Juke?

It is easy to dismiss the Nissan Juke upon first sight. Therefore I ask the following questions: Is the Nissan Juke art? Or, does it have a place on our automotive landscape?

What is a Juke? It is the vision of Nissan’s London-based design team to create a shape that can be both enticing and polarizing. This body is draped over Nissan’s B Platform, the same chassis that spawns the current Nissan Versa sedan and the upcoming NV200 van – the passenger version becoming New York City’s newest taxicab. The result is a vehicle that defies convention and refuses to be classified…though it is being thrown into a growing new segment amongst compact crossovers.

The first thing one must do with a Juke is to take a few steps back and look at it. There is a lot going on design-wise with many influences melded into this so-called “sportcross.” Up front, there are some World Rally Championship elements ranging from the lower grille and the embedded headlamps. The upper lights may have come from somewhere in the early 1940s. The actual grille itself is completely different, but with familiar Nissan design elements involved.

To the side, you can see where the inspiration may have come from – if the 370Z and the Murano had a baby incubated on a frying pan. Seventeen-inch alloy wheels shod with Goodyear Eagle RS-A rubber add an interesting piece to the puzzle by creating a rally-inspired look and additional ride height to the Juke. The Z-Murano crossbreed continues to the rear with obvious paeans to either vehicle.

Step inside and there are plenty of artistic pieces that challenge the eye on many levels. The instrumentation may look normal, but it is topped by an elevated canopy of satin-finished silver. The center stack is graced by a piano black surround of an oblong shape. The center console was said to be inspired by high performance motorcycles. The console offers up another contrast to the interior – finished in a gray metallic. One complaint centers in the same area, as the gear lever appears to be too high for most drivers. The rest of the switchgear feels “normal” – right to the touch – and the materials of good quality.

The Juke SV’s seats four in a cloth that feels almost like neoprene. The combination black and oyster gray-ish has a scale-ly texture that reminds one of a body suit. Though it feels good, the front seats felt short in the cushion and would probably need more side bolstering. Also lacking is a center armrest for the right arm to rest when needed. Rear seat room may seem small, but if you had average sized adults, they would be fine in all four places. Anyone larger will have a problem with legroom in the back. The rear seats also fold down to expand the cargo hold.

Nissan’s standard issue audio system is on board with six well placed speakers emitting a well-balanced sound. The one little trick is with dialing in XM as it is under the AUX button, if equipped. You also get Bluetooth connectivity along with iPod integration.

Below the audio system is Integrated Control System – known as I-CON. This starts out as a run of the mill climate control system. Press the D-Mode button and it provides the driver a choice of vehicular behaviors. Normal is where you begin journey. If you want to induce more fuel efficiency, you select the Eco mode, which changes the transmission and engine management behavior towards achieving economic results. Switch to Sport and it ratchets up the transmission ratios and engine management settings to maximum power. Keep it in Sport and you will feel the turbocharger kick the Juke into action.

The I-CON screen provides other readouts to monitor vehicle performance. If you care about G-forces, turbo boost, torque action and monitor your fuel consumption – there’s plenty of information packed in that little LCD screen that would normally tell you your vehicle temperature and fan speed. One could always switch back to Climate mode to have the latter viewed, as long you know what drive mode you are in.

What motivates this mobile piece of art is the newest engine built from a company that knows how to make powerplants. Nissan took their standard issue 1.6litre dual overhead camshaft, four valves-per-cylinder, four-cylinder engine – and ratcheted up a notch. They added direct fuel injection and slapped a turbocharger onto it. The result is a 188 horsepower ball of fire. Unlike most small turbocharged engines, there is no lag – the power is immediate and strong throughout the power band.

Connecting this powerful mill is Nissan’s Xtronic continuously variable transmission. The hallmark of this CVT is the ability to lock into the right ratio with the right engine speed as dictated by your right foot. This particular Juke comes with Torque-vectoring All-wheel drive with a switch that locks the system to only front-wheel-drive or all-wheel-drive. There is a third setting in the middle of this switch – AWD-V. Choosing this mode gives the Juke permission to decide which wheels it wants to send power to.

When driving the Juke you will notice the sport part of the crossover. The ride is somewhere between firm and semi-soft, but you do feel the imperfections on the road. Handling is decent, though you get plenty of roll of banked curves. The Juke has plenty of grip from its Goodyear Eagle RS-A tires. Steering action is quick, however there were times when the turning radius could have been better. Overall maneuverability is quite good considering the stubby size of the Juke. Braking is sharp and sure on both regular and panic stops.

When Nissan created the Juke, they wanted it to achieve optimal fuel efficiency despite being a high-riding and powerful compact crossover. They slapped the newest Pure Drive badge on the rear end of the Juke to let the world know it is part of Nissan’s commitment to more fuel efficiency and lower carbon emissions from their products. Though inspiring as the badging and promotion may sound, the Juke still turned a fuel economy average of 25.8MPG. At least its is better than other crossovers that are close to the Juke.

How much does this piece of art cost? Though the Juke starts at just above $20,000, this SV AWD tester stickered at $24,540. As with most pieces of art, there will always be a quibble whether this price of admission is justified or perhaps relative to the marketplace. There are plenty of arguments for either case.

Let’s be frank here: The Juke is different and stands out amongst other vehicles. It is an acquired taste for those who may not understand the attraction to objects of art. The creative eye would enjoy the many curves and angles of the Juke – along with the way it drives.

There is one thing to know about the Juke – it is on the cusp of two different movements. The compact crossover market is about to boom with the arrival of the BMW X1, Audi Q3 and Buick Encore to join the Juke, Suzuki SX4, MINI Countryman, Kia Soul and Mitsubishi Outlander Sport here in the States. Amongst these contenders (and pretenders), the Juke may appear to be the “odd one out.” Buying one means using your imagination as to how you would use it daily.

The second movement is another makeover of the Nissan brand – a very necessary one. The Juke is the first of the new wave for Nissan – including the new Versa sedan, the upcoming 2013 Altima and Pathfinder and three other models under the white sheets in the latest commercial from the brand. However, the Juke signifies plenty of new design elements we will see in the next 15 months.

As for that engine – I certainly hope we will see this in other Nissans in the next few years. This one’s as good as the company’s award-winning VQ V6s.

For those of who appreciate art, or would simply stand out in a crowd, there’s really nothing wrong with owning a Nissan Juke. Think of it an art installation – that moves.

This vehicle review is dedicated to the Saint Mary’s University of Minnesota Arts and Cultural Management Class of 2012 upon completing their program. Congratulations to you all for your hard work and dedication to advancing the arts in our community and beyond.

DISCLAIMER: Vehicle provided by Nissan North America, Inc.