Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.

Error 404--Not Found

Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.

Global Vehicles

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Two midsize Nissans for Japan and Europe


Although it is badged Bluebird, Nissan's Sylphy is based on the Sunny/Sentra/Almera platform.

Nissan's Bluebird Sylphy is a specific and focused product: specific to the Japanese domestic market and focused on one "life-stage" group of buyers. The compact four-door sedan is aimed at middle-age Japanese couples. Chief product specialist (CPS—akin to the product brand manager, but with more clout in product concept and execution) Hirata elaborated, "Typically, these Japanese 'Joneses' are a 53-year-old husband and his 51-year-old wife, with two grown and independent children away from home, whose common weekend hobby is tending the garden. At the change of each season—four times a year—they enjoy nature on a vacation/trip."

The prefix Bluebird is from a senior Nissan model (a twin to the Infiniti G20), which gives the Joneses the satisfaction of owning an upper model, but in truth it is a better-equipped version of Nissan's compact sedan range. The sedan shares its platform and architecture with the American Sentra, European Almera, and Asian Sunny.

At 4470 mm (176 in) long, 1695 mm (67 in) wide, and 1445 mm (57 in) tall, the Sylphy falls into Japan's small-vehicle classification. Its three gasoline engine choices are under 2.0-L displacement—another small-vehicle requirement. The car has a 10.8-m (35.4-ft) turning diameter, maneuverability being another important consideration for Japanese urban/suburban dwellers. Its height leaves ample clearance in a typical mechanized indoor parking pallet in metropolitan areas, whose standard height limit is 1550 mm (61 in). (Few SUVs and small minivans could fit in such spaces.)

The car features a large expanse of simulated wood, more luxurious upholstery (including a leather option) than is the norm in this segment, and a lot of small storage bins and compartments.


Sylphy's simulated wood paneling is meant to appeal to Japanese consumers.

Nissan's strength, which supports its vigorous product strategy, is evident in the new car's powertrain, with a number of new engines and improved transmissions. The Sylphy is powered by two series of inline four-cylinder engines. The QG engine, with dual-overhead camshafts and 16 valves, is offered in two displacements. The base QG15DE 1.5-L unit produces 77 kW (105 hp) at 6000 rpm and 135 N•m (100 lb•ft) at 4400 rpm. The QG18DE 1.8-L engine is an adaptation of the American Sentra CA's SULEV unit to Japanese ultra-low-emissions requirements. Nissan was the first manufacturer to meet Japanese SULEV emissions requirements, with Toyota following with the new Celsior (the Japanese version of the Lexus LS430). The Sylphy 18Vi's emissions performance and applicable emissions standards are shown in the table.

The QG18DE Japanese ULEV version is rated at 88 kW (120 hp) at 5600 rpm and 163 N•m (120 lb•ft) at 4400 rpm. The QG18DE in the GLEV (two levels below ULEV) car has slightly lower output of 86 kW (115 hp) and comes standard with all-wheel drive. Nissan's electronically controlled four-speed automatic is combined with the QG engines; the base QG15DE-powered model is also available with a five-speed manual transmission.

A new QR20DD 2.0-L engine powers the top model. The QR series is Nissan's latest inline four-cylinder gasoline engine family covering the 2.0- to 2.5-L displacement range in various states of tune. The Sylphy is the first model to adopt this engine, which is the QR20DD direct-injection (DI) gasoline unit. (The Extrail compact SUV is the second model powered by the non-DI QR20DE unit.) A 2.5-L DI version of this engine family, the QR25DD, powers the new Primera sedan/wagon range, which also offers the QR20DE. The base engine for the forthcoming U.S.-exclusive Altima sedan replacement will be the QR25DE unit.


Powered by the QG18DE engine, the Sylphy qualifies for Japan's Super LEV standards. The emissions technology is based on the U.S. Sentra's SULEV engine.

The QR series is new from its aluminum oil pan up. The 2.0- and 2.5-L versions share the common bore of 89 mm (3.50 in) and bore pitch of 97 mm (3.82 in). They also share combustion chamber shape and valve sizes. The QR20 displaces 1.998 L with an 80.3-mm (3.16-in) stroke, and the QR25 2.488 L with a 100.0-mm (3.94-in) stroke.

The open-deck aluminum cylinder block with iron liners is high-pressure die casted, allowing lightweight, thin-wall construction with superior rigidity. The block is a two-piece design split at the crankshaft center. The lower block carries five main bearing caps. The oil pan is also a two-piece design with an upper cast-aluminum pan and a lower stamped-steel piece. The front part of the upper pan houses the twin counter-rotating balance-shaft system in an aluminum casing, which is chain-driven from the crankshaft.

Dual-overhead camshafts are driven by a single-stage silent chain of small pitch—6.35 mm (0.25 in), allowing a narrow included angle between the intake and exhaust valve and a compact combustion chamber shape. The intake camshaft is fitted with a continuously variable valve-timing system that alters overlap between 3 to 33°. The camshafts act on four valves per cylinder via bucket tappets. Clearance is set via 26 lifter-crown-thickness variations. The QR20DD (and QR25DD for the Primera range) operates in two modes: ultra-lean stratified-charge combustion with 35-40:1 or stoichiometric air/fuel (A/F) ratios. With a heavy dose of EGR added to stoichiometric control, there is a narrow transient lean-burn zone with an A/F ratio around 20:1.

The QR20DD is rated at 110 kW (150 hp) at 6000 rpm and 200 N•m (148 lb•ft) at 4400 rpm. This engine is coupled to Nissan's Hyper CVT, a torque converter and electronically controlled steel-belt-and-pulley CVT with the "manual" shift facility that allows selection of six ratios.


Nissan Primera's styling originated in Europe.

The chassis is essentially that of the Sentra/Sunny platform, with front MacPherson strut and rear multilink beam suspensions.

The new Primera range belongs to Nissan's front-wheel-drive small-car platform group that includes the Sylphy, Sentra, Almera, and Sunny; however, it is a giant leap over the rest of the family. (The previous Primera is the basis of the current U.S. Infiniti G20, which will be replaced by an entirely different, larger model on the company's forthcoming midsize, rear-wheel-drive platform. The new Primera is thus primarily aimed at the Japanese and European markets.)

The Primera is a size larger than Nissan's small-car family and has an extended wheelbase of 2680 mm (106 in). It is offered in two body styles: four-door sedan and station wagon. The sedan is 4565 mm (180 in) long, 1760 mm (69 in) wide, and 1480 mm (58 in) tall. The wagon adds 110 mm (4 in) in length. The Primera's striking exterior design, the creation of Nissan Design Europe's (NDE) young designer Stephen Schwarz, was adopted and refined at the Nissan Technical Center in Japan. The interior design theme also originated at NDE.


The Primera's instrument cluster is center-mounted, and all switch gear is places ergonomically for easy recognition and reach. Optional CCD camera shows immediate rearward view for reversing.

The Primera interior is unique in that all visual, audio, and other controls are grouped in the center of the instrument panel (IP). The control system is a development of the one in the Infiniti Q45, befitting the IT age. Three analog meters are placed at the top of the IP at a distance and angle for easy reading. The Japanese-market Primera is equipped with a DVD navigation/information system as standard equipment, including a 7-in color LCD display under the meter cluster, except the base models, which are fitted with a 6-in monochrome information display. Under the display is a central tray panel with all minor switches and controls. On either side of the tray are dials and switches for audio and HVAC. In the center is a multifunction switch pad and a joystick that controls mainly the navigation system.

Two engine types are offered, both from the new QR four-cylinder family. The base unit is the QR20DE, a light-alloy engine producing 110 kW (150 hp) at 6000 rpm and 200 N•m (148 lb•ft) at 4000 rpm on a 9.9:1 compression ratio. Three transmission choices are offered for this power unit: two CVTs and an electronically controlled four-speed automatic, the latter reserved for all-wheel-drive wagon variants. The top CVT option features a manually selectable six-speed facility in addition to fully automatic operation. The AWD wagon employs a hydraulically operated, reactive, torque-split-and-transfer system called All Torque Control.

The top engine is the QR25DD rated at 125 kW (170 hp) at 5600 rpm and 245 N•m (181 lb•ft) at 4000 rpm on a slightly higher 10.5:1 compression ratio. Either engine type is content with regular-grade, unleaded gasoline. The standard transmission for the QR25DD pack is the Hyper CVT-M6 with the manual-ratio-selection facility.


The Primera's rear suspension is a revised version of the now-familiar multilink beam axle.

While the Primera shares its basic platform configuration with the Sentra and company, the chassis is new and specific to this model. Front suspension is a new multilink type versus the Sentra's ubiquitous MacPherson strut. The suspension may be described as a logical development of the one employed in Nissan's midsize rear-wheel-drive car, but is unique in its layout and components. It consists of a lower L-arm, a mid-height forged and curved upper link, and a short third link that connects to the hub-carrier/upright. The spring/shock absorber unit's lower pivot is mounted on the third link via two bushings placed at the front and rear of the shock. The suspension's kingpin axis is formed by the third link and lower L-arm pivots. All suspension pivots are mounted on the front subframe, contributing to isolation of vibrations and noise. The new front suspension combines the virtues of a short/long arm (SLA) type's precise geometry with the freedom in setting structural rigidity of a MacPherson strut, according to Nissan.

The rear suspension is a revised version of the now-familiar multilink beam axle. In the Primera application, the connection to the control-rod/lateral link assembly is placed aft of the axle, instead of in front of it, as in the senior Maxima/Infiniti I30. The change generates compliance toe-in during cornering, stabilizing the vehicle's attitude as well as allowing increased fore-aft compliance for improved ride quality. The AWD wagon's rear suspension is a strut type located by parallel transverse links and single trailing link.

Another key chassis feature includes disc brakes all around, the front pair 280-mm (11.0-in) ventilated disc and rear 258-mm (10.2-in) solid disc. ABS, electronic brake distribution, and brake assist are standard.

Nissan Sylphy 18Vi's Emissions Performance
Japanese 10/15-test mode, g/km HC NOx CO
Sylphy 18Vi 0.01 0.02 0.33
Japanese Ultra-Low Emission Standard 0.02 0.02 0.67
Japanese 2002 Emission Standard 0.08 0.08 0.67

- Jack Yamaguchi



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Error 404--Not Found

Error 404--Not Found

From RFC 2068 Hypertext Transfer Protocol -- HTTP/1.1:

10.4.5 404 Not Found

The server has not found anything matching the Request-URI. No indication is given of whether the condition is temporary or permanent.

If the server does not wish to make this information available to the client, the status code 403 (Forbidden) can be used instead. The 410 (Gone) status code SHOULD be used if the server knows, through some internally configurable mechanism, that an old resource is permanently unavailable and has no forwarding address.