From: L-Bueno@cup.portal.com (Louis Alberto Bueno)
Newsgroups: rec.autos
Subject: NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRY
Date: Sun,  8 Nov 92 20:43:17 PST
Organization: The Portal System (TM)
Distribution: world

NISSAN'S ALTIMA CHALLENGES ACCORD, TAURUS, CAMRY
By Paul Dean
(c) 1992, Los Angeles Times 11/06

	   America's most popular mid-size cars - in order of September
sales superiority - are Honda Accord, Ford Taurus and Toyota Camry.
	   Nissan's new Altima sedan aims to topple that triumvirate.
	   It could take a ton of shoving.
	   As veteran incumbents, Accord, Taurus and Camry have enjoyed
long, splendid terms in office.
	   Altima is only a heartbeat away from the Stanza it replaces - a
car that pattered few hearts and was outsold 7-1 by the Accord. Each of the
triumphant trio is a reliable, well engineered, Euro-styled motor car of
high value. A 3.0-liter V-6 is standard with Taurus. That engine is an
option with Camry, and a new powerful six-banger should be available in the
upcoming remake of Accord.
	   Altima's only engine is an inline-four.
	   Honda comes as a sedan, wagon and coupe. Taurus is available as
a wagon and a super high-performance sedan. Thanks to shared mechanicals,
the larger-engined version of the Camry is actually a Lexus ES300 in a less
expensive suit.
	   Altima, built in Smyrna, Tenn., is available only as a
four-door.
	   There are only $5 and $10 price differences - nickels and dimes
no longer apply in this economy - among Altima, Accord, Camry and Taurus.
	   And by any general measurement of shoulder and trunk space,
wheelbase and width, the old guard still outscores Altima.
	   So where is Nissan's opening?
	   Performance and styling.
	   Although Altima's engine is four cylinders, it has been
transferred from Nissan's 240SX sport coupe.
	   That translates to 16 valves with double overhead cams and 150
horsepower - or 10 horsepower more than Taurus gets from its V-6 and 25
more than Accord.
	   And for those still hung up on the snobbery and throb of
six-cylinders, Nissan will refer potential customers to its muscular
Maxima.
	   In the looks department, Camry was new for '92, but Accord and
Taurus have received only face lifts for the last few years. As with real
noses and eyelids, cosmetic enhancement eventually shows through.
	   Altima, however, is kissing fresh from Nissan Design
International in San Diego. This was the studio that brought us the
Infiniti J30, all ovals and capsules with just a hint of droop. That the
Altima displays similar lines - right down to elliptical door handles that
are an Infiniti hallmark - is no coincidence.
	   Even the basic Altima XE - opening a four-vehicle lineup
stretching to a $20,000 version with power sunroof, automatic air,
anti-lock brakes and CD - is thoroughly equipped.
	   It delivers power steering and mirrors, tilt wheel, remote
releases for trunk and gas cap, tachometer and driver's side air bag for
$13,300. A $1,000 options package adds air, cruise control, AM-FM stereo
cassette sound system and power antenna.
	   There's also cut-pile carpeting and a sliver of richly polished
^faux@ wood across the dashboard to justify press release references to
``luxury appointments.''
	   A Nissan spokesman says it will be a warm January day in Detroit
before anyone else produces ``this kind of car for that kind of money.''
	   He also agrees that Accord, Camry and Taurus fans carry
loyalties larger than many religions. So who knows when, if ever, the
mid-size market will quiver before the threat of Altima the alternate.
	   This would certainly be an opportune moment for a successful
total invasion. Nissan, struggling hard to realign its reputation away from
pure performance cars, recently announced a monumental $178 million loss
for the first half of this year.
	   The test car was a GXE production prototype, always a risky
proposition. They are prone to minor misalignments or careless connections
made during their mechanical infancy.
	   Despite this potential for isolated squeaks and wobbles, the
Altima - equipped with a four-speed automatic - performed like a
well-maintained second-generation car.
	   The set and feel of its components, from the fit of doors to
suspension response, were taut and well-orchestrated. It is a balanced car,
one that is sedate in turgid traffic but crisp and responsive when the road
opens, revolutions climb and the driving gets interesting.
	   Whether feathering or stomping, the combination front disk-rear
drum brakes gives precisely what foot and mind request. The automatic
transmission allows smooth application of power - thanks to electronic
enhancement - that continues through hefty kick downs for emergency
moments. And bless those who equipped the car with an overdrive button to
add to the pleasure of afternoon outings around coastal twisty bits.
	   On the aforementioned asphalt corkscrew, the rear suspension of
the car is an absolute wonder. It causes the rear wheels to toe in with
angles that answer cornering and braking forces. It's a form of passive
four-wheel steering similar to that of the new Volvo 850. It adds much to
the security of the car's rear end during those times when maneuvering
requires one's undivided attention.
	   As a handler, the Altima is a Boy Scout and a clear equal of
Accord, Camry and Taurus. All are honest, loyal and true, with zero bad
habits.
	   As a performance car, some might find Altima lacking. They could
also dispute Nissan's claim that its 2.4-liter, four-cylinder engine
matches a V-6. One Honda driver who sampled the Altima resorted to stealing
Lloyd Bentsen's line: ``This car is no Honda Accord.''
	   Altima's lines are fluid but relatively unexclusive in this era
of teardrops and jelly beans, slippery ovoids and flying wedges.
	   The front end is jarring.
	   There's a double-gash grille, with the top slit backed by a mesh
that looks like a set of mini-blinds. Beneath that, a broad gape is broken
by three intake dams. Not a pretty sight.
	   The interior is marked by a simplicity and a predictability that
boil down to ergonomic reliability. And it is not over plasticized. Bucket
seats are supportive and adjust well. Analog gauges, of course.
	   All is as it should be - save the driver's power window and
locking switches. It's difficult to separate the two by finger touch. The
door switch is marked by a symbol that could be a key, could be a baby's
rattle.
	   Touch the key symbol to lock? Or touch the key to unlock? Touch
the baby's rattle as a fertility rite? Life was so much easier when
switches were marked ``L'' and ``U.''
	   Should Nissan get into revamping Altima doors for 1994, the
company might consider junking mechanical seat belts.
	   What once was a quick, convenient fix to meet passive restraint
regulations has become gross nuisance. These days, with driver's-side air
bags almost universal, there is neither reason nor requirement for
mechanical belts.
	   Their time is done.
	   It remains to be seen if Altima's time has come.