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2011 Nissan Juke First Drive

I’m starting with a list of the Jukes negative aspects.  For all of you Juke haters it will be annoying, because it’s very short.  To all those who are excited about the Juke, don’t worry.  It’s kind of like pulling off a band-aid.  It’s over before you know it and you can get on with more important things.

First off let’s just state the obvious; it does have a face only a mother could love.  And the rear end is the same way.  No one can argue that.  But for some reason I really like the looks of the Juke, the same way that I love looking at Tilda Swinton…don’t judge.  There’s just something about them both that I find really attractive.

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Second of all, it’s just downright small.  One of the first things I did was jump in the passenger seat.  Not many reviewers think about that side of the car for some reason but I’ve had many opportunities to be in a passenger seat for extended periods so maybe it just stands out to me.  In order for me, a 5’10” AVERAGE SIZED guy…to be comfortable, I had to pull the seat all the way back.  Next stop was the rear seat behind it.  Like Vegas, it’s a nice place to visit, but you wouldn’t want to live there.  Spending any amount of time behind someone in the passenger seat of the Juke won’t endear you to this car at all.  Kind of makes the 6 large sized cup holders a little pointless.  Now here is why I don’t care about any of that.

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Many reviewers are talking about how the Juke will shake up the Crossover “Segment” when the truth of the matter is that The Juke really isn’t for the long family haul, or even for grocery getting.  In fact Nissan is in effect creating a new segment of Sports Cross.  Think Compact Utility Vehicle.  Throw in the obviously sporty influence added by the turbo and you have yourself a bonafied sports car. Here are the factors to consider.

When you sit in the Juke, regardless of what seat you’re in including the back, the first thing you notice is how firm yet comfortable they are.  Most cars are one or the other, super stiff because there maid of cardboard and fabric or ultra soft like sofa seats for a luxury ride.  The Juke brings a mix of both and support you with side bolsters meant to keep you centered in the seat.  Hmm…why would you need something to keep you in the middle of your seat?

After asking if there were any really nice country roads near my drive location I came across Ball Rd. which I believe was named after the set of equipment you need to drive on it.  In that environment the Juke lets you know exactly why Nissan built it.

In any one of the corners that day all you had to do was feed in just a little bit of the accelerator and the car actually hunkers a bit closer to the road and turns into the corner confidently.  A bit too confidently.  Also, because of how quickly the turbo spools you can easily find yourself going a lot faster than you want or intend to.  Any decent application of break actually starts to cause the Juke to very slowly yet very deliberately over-steer.  Normally any over-steer in passenger cars us tuned out by a manufacturer but for the Juke to be allowed this characteristic and for it to be as predictable as it was is superb.

This is all thanks to Nissans Torque Vectoring AWD or AWD-V.  Thru use of Wheel Speed sensors, Steering Angle sensors, Accelerator sensors, Yaw Rate sensor, a 4WD Controller and Compact Read Drive unit that acts as a differential the AWD-V is capable of going from a 50/0 front rear torque split to an almost infinite number of combinations between all wheels.  In a corner the outside rear wheel gets more torque to keep it planted which is what causes the car to hunker down and pull strongly thru a corner.

Add this technology to a turbo inline 4-cylinder that produces 188 hp and 177 lb-ft of torque and you have a very fun car indeed.  All while getting 27 mpg in the city and 32 mpg on the highway.  Unfortunately I was having way too much fun with the Juke to realize those figures.

While back roads are fun, you aren’t really going to be on them all day.  Most of us have to put up with other drivers making a nasty thing called traffic.  And I have to admit, me and the Juke both share something in common when it comes to traffic.  We both hate it.  I dislike most drivers because most are pretty clueless about how to do it.  The Juke can’t stand it because it wants to start developing boost at 2,000 RPM.  It delivers full boost around 3,300k.  While in traffic you actually have to remind yourself to let off the gas pedal while driving the Juke.  It has more than enough juice on tap to get you moving but wants to keep it flowing well past when you no longer need it.  Great for passing and clearing intersections, not so much in light to light or stop and go traffic.

Then there are typical Nissan electronics to consider.  For whatever reason, it’s actually possible to turn off the car while it’s “in gear”.  I inadvertently did so when I finished my drive.  Please don’t do this and leave the car free to move about.

However I was impressed with one electrical feature.

It’s the silliest thing, but I can’t get over the way the words that tell you what button is what on the climate control actually changes to other words when switching from Climate Display to “D-Mode”.  They look like little tinted LCD screens that go from deep and rich amber to a glowing frosty white…in a button.  Nothing more than a flourish or a trinket, but one that I simply couldn’t get enough of.  I must have pressed those buttons some 20 times.

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There was one button though that I got absolutely annoyed with pushing over and over and over again.

In today’s “connected” world, hands-free technology is becoming more and more important.  So the Bluetooth connectivity in the Juke is especially important to take a look at.  Now I must say that when I got my phone paired up and established on a call me and my caller had nothing but praise for the experience.  Voices did not have to be raised to hear each other and the Juke gives almost no road noise to speak of.  On the other hand, you have to get to that point before you can enjoy it.

After pressing the hands-free activation button you are presented with menu options that help you get familiar with the system.  Then you press the activation button again and speak your command.  Then sit thru another list, press the activation button again and speak another command.  This repeats every time you decide to use the system.  Quite frankly if IM going to have to speak all of my commands anyway I would much rather avoid having to press a button every time I do it.  Much like the hands-free system I enjoyed in the Mitsubishi Outlander I enjoyed in November.

All in all the all new 2011 Nissan Juke is a joy to drive, screams individuality and surprises you at every turn…depending on how deep your foot is in the accelerator.  I have to be honest when I say that I thoroughly enjoyed myself.

My love of cars over the years has been greatly refined and there are a few essentials I need in order to enjoy my driving experience.  Because of that I am a very picky person that is really hard to please when it comes to cars.  To be honest, with the Juke, I had to use two hands to count how many times I thought about sitting down at a table with a sales rep when I got back.

So do yourself a favor.  Go drive the Nissan Juke yesterday.  But please leave your checkbook as this is a very hard one to resist.

Visit the guys at for more information on how you can test drive the Nissan Juke and enjoy pictures from our test drive below.

First Drive: Tesla Roadster 2.5 Sport

img_8285 You know…I just can’t do it.  I tried to write a smart- funny article about the Tesla Roadster 2.5 Sport.  Honestly though, the car simply doesn’t need it.

Would I buy one?  No.  It’s far too expensive and the level of fit and finish is just too much for me.  But it does tick every single box on the opposite side of the Up-Shift equation.

The Up Shift guys have always loved raw feedback, knife edge handling that makes driving seem almost telepathic.  That “push and pull” at the base of your spine or twitch of the steering from every pebble you drive over.  There really is so much going on under the skin of this car that it’s difficult to convey the science behind it all.  And that’s coming from a guy who has some mechanical engineering experience.

So it’s very difficult this.  There is a large difference between watching a balding fat man scream “Say hello to the world of broad band motoring” and actually experiencing that kind of performance.  So difficult in fact that I decided to simply ask Shaun Philips, Tesla Motors rep. for the Mid Atlantic region, how he would described it.  “It really is a rather bizarre experience.”  ?!  Not exactly what I was expecting but it does sum up quite well what happened next.

After a brief walk around and introduction of the info systems, which really should have its own tutorial, we were almost ready for our drive.  Shaun then tells me, “If we get the feeling that whoever is test driving won’t push it, we ask if they mind us driving.  Otherwise they won’t get a good feel for what the car can do.”  “Oh”, Shaun shares, “We have had one guy hurt his neck while testing the torque the car has.”

One of the classic components of a truly great sports car is lightness.  This becomes even more important when you’re talking about electric cars.  The first thing I noticed was the manually adjustable mirrors, which meant I had to ask Shaun to set the passenger side for me.

Making the sharp left turn to leave the parking lot was easier said than done.  Another lightness trick the Tesla Roadster has up its sleeve is a manual steering rack, which happens to be exactly what you want if you’re looking for the most direct road feedback possible.  When you have to park or maneuver at low speeds though, it will be a work out you won’t forget.  A small price to pay for sharp razor like handling though.

Shaun instructs me as we pull out of the lot, “Just hold this speed for a bit, then tap it to the floor and let back off.”

I comply, and almost lose my lunch. img_8371

It becomes immediately apparent that the 2.5 Roadster does not like to wait.  By the time my foot had fully depressed the pedal the car knew I was in a hurry and delivered all 295lb-ft of torque to the rear wheels like Thor’s hammer had just hit the rear end.  It feels as if the car really would leave you behind if you weren’t strapped in.  In fact, the forces on you are so strong I think the only way you could keep your foot on the floor is if you eased the power in.

At this point I’m sure Shaun can read minds.  He encourages, “When we get up here to a straight, just ease it to the floor and watch the speed build.”  I could tell that this would be no ordinary test drive.

What you get is no surprise, there’s a similar push into the seat but this time it comes on gradually and you’re able to maintain consciousness enough to drive the car as its picking up speed.  Until you realize an incredible noise coming from just behind your ear.

Because of the Roadster’s one gear transmission and compact electric engine, weighing a ridiculously scant 115 lbs and with just one moving part, they both sing together with a seductive whine that sounds exactly like a fighter jet taking off!  In fact the Blue Angles Aerobatic team drove the same car and said that it’s the closest thing to the FA-18 fighter that they have ever felt on 4 wheels.  A true endorsement if there ever was one.

The $129K price tag of the Roadster Sport we drove was starting to make sense.  Where it really shines though is when you’re looking at it, not as a driver but, as an owner.  Sure you can find a 911 GT3, Lamborghini Murcielago or even a Ferrari 360 Modena for a similar price in your back pocket right now if you looked.  Question is though, how often does a 911 owner enjoy getting a bill for a clutch adjustment?  How much was the last regularly, and “required”, Lambo service?  How about that $5K Ferrari brake job?  When you start to look at the numbers everything starts to make a frightening amount of sense.

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I’m sure the maintenance on the Tesla Roadster isn’t cheap either, you say?  To some degree you would be right.  Replacement batteries, for instance, retail for about $12K a pop.  But that’s not an expense you’re going to have to worry about for the first 7 or more years of ownership because the 6,831 cells within each battery pack have less than a 1 in 1 million fail Rate.  In fact nothing on the Tesla Roadster gets touched as part of routine maintenance until the 2 year mark, when Tesla suggests changing the brake fluid.  Regardless of outside air temp or how hard you drive the car the battery coolant is constantly working to keep the batteries at room temperature.  Even then the coolant doesn’t need to be replaced until the 4 year mark, but that’s it!  Which means that the only cost out of your pockets is going to be to replace tires, which you’re sure to run through if you like a spirited romp here and there.  “So when all is said and done,” Shaun promises, “your maintenance cost ends up being less than that of a Toyota.”  The average cost from dead to fully charged is just $3 to $5 as opposed to the $30 fill up I have for the family Sentra every week.  Which, if you think about it, means that this car will have paid for itself over 5160 fill ups…or 99 years…  It’s even estimated that an owner may never have to replace his brake pads.  This, however, leads to Jon Gandy’s Tesla Roadster dislike #1.  Well, not really a dislike.  Just something that takes a bit of getting used to.

The engineers of the Roadster 2.5 have done a fantastic job of using regenerative braking to recharge the batteries which helps achieve the cars full 245 mile range.  However, it does so by greatly reducing your speed anytime you’re not accelerating or holding the car at a constant speed and the effect is quite strong.  In a gas powered car this effect is known as engine braking.  In the Tesla Roadster it’s more like deploying a parachute.  A bit exaggerated, yes.  But very close to accurate.

On the positive side this does mean that the only time you really need to use the brakes in this car is in an emergency situation or when coming to a complete stop.  “I’ve gotten so used to that now that I can have people point out a spot in the distance and I know exactly when to take my foot off the accelerator pedal so that I’m almost at a stand-still when we get there.”, boasted Shaun.  Ultimately this means that every bit of energy that the engineers could possibly recover, is making its way back into the batteries.  If used properly it’s a very effective tool.  In fact after just a few minutes of driving it started to become more like second nature.

It was now time to take a few minutes to appreciate the styling changes made to the 2.5 model.  Styling is the most major change to the car since the 1.5 model was updated to the 2.0 and I’ll tell you, it’s had an unbelievable effect.

“The new Roadster 2.5 reflects the future of Tesla design language”, Says Shaun.

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Don’t get me wrong, for a new manufacturer with something to prove the original Roadster’s styling was amazing.  But it kind of reminded me of the cute “girl next door” of supercars.  You know, a bit chubby and adorable.  Whereas there was no shortage of more mature, sophisticated options elsewhere.  Well well well, apparently the little Roadster next door has been drinking e-milk and has shredded all the baby fat in favor of a smoking hot contender of a body.  Though I have to admit, the vents just behind B pillar, the indented sidesteps, the side vents on the front fascia and the lines from the front to rear fenders do make the Roadster look like the love child of a Ferrari 430 Scuderia and ZR1 Corvette.  But you know what, thats not at all something to complain about.

Looking back on the entire experience there was really only one true flaw.  The biggest one of all, having to park it.  Getting out of the Tesla Roadster 2.5 is probably the saddest thing I’ve had to do this month.  I look forward to stepping into and out of a lot of very nice vehicles.  Yet this is just one of those moments you look at and know that, for the rest of your life, it’s going to be near impossible to replicate.

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Check out all of the pictures of the Test Drive here:

First Drive: 2011 Tesla Roadster 2.5

Our Tesla Roadster 2.5 Sport Test Drive.

60 Photos