السلام عليكم
راح اجيب لك من الجيل الخامس أي ما قبل 15 سنه
Fifth-Generation Maxima: 1995 to 1999
The
1995 Maxima may not have been as pretty as the car it replaced, but it made up for it by being quicker, better-handling and all around more plausible as a four-door sports car.
"The 1995 Maxima is roomier, more luxurious, softer and quieter than its predecessor," reported
Road & Track in its first road test, "while outperforming the old car in every measurable category. An all-new engine and rear suspension make their debut here. A strict diet shaved 150 pounds from the previous design, while Nissan claims that the car's structure is 10-percent stiffer than before.
"Engineers stretched the '95 Maxima's wheelbase 2 inches but overall length remains the same, effectively pushing the wheels toward the four corners and increasing rear seat legroom 1.1 inches. Width is up marginally, mostly to address 1997 side-impact regulations, which the Maxima now meets." It didn't look as good as the outgoing model, but it wasn't exactly ugly, either.
The star of the new Maxima was that new
3.0-liter V6, the VQ30DE, the first member of Nissan's renowned VQ family of V6s that power 21st-century Nissans ranging from the 350Z sports car to the Murano SUV. "The Maxima's new four-cam, 24-valve all-aluminum V6 is a gem," the
Road & Track editors continued. "It replaces both the SOHC 12-valve, 160-hp base engine (around in one form or another since 1983) and the '94 SE's DOHC 24-valve 190-horsepower engine of the same displacement and shares not a single part with those cast-iron V6s."
"For starters, it's 108 pounds lighter than last year's 3.0-liter, helping improve the Maxima's front/rear weight distribution. A two-stage chain cam drive (which permits use of smaller exhaust-cam sprockets) and cast-aluminum timing-chain cover and oil pan (which incorporate mounts for accessories) make the engine more compact, giving more space to the passenger compartment."
While being light and compact is always good in an engine, what was most enchanting about this one was the power it produced. The 190-hp rating wasn't any more than the previous year, but the thick 205 pound-feet of peak torque at a reasonable 4,000 rpm gave the engine a much friendlier power band. And when that torque was channeled through the SE's five-speed manual transmission, the result was a scintillating performance — zero to 60 in just 7.4 seconds and the quarter-mile flying by in 15.7 seconds at 90.0 mph, according to
Road & Track. It was intoxicating power.
But it wasn't only the new muscles that made this generation Maxima a solid contender. The MacPherson strut front suspension was familiar enough, but the rear suspension was now a beam axle supported by trailing arms and a lateral link. Normally, a reversion back to a solid rear axle is nothing to celebrate, but this beam axle worked very well and produced handling that was balanced and nimble even if it still pushed into understeer at the limits. This was a serious driving machine, even if the SE's standard P215/60R15 all-season radials were modest rubber indeed.
Besides the SE (and a new high-luxury content GLE model), the GXE also carried forward with the four-speed automatic standard and a much softer suspension underneath it.
Car and Driver ranked the
1996 GXE (which, like all '96 Maximas, was virtually unchanged from '95) a disappointing fifth out of six in a comparison test with mainstream six-cylinder cars like the Chevy Lumina, Ford Taurus, Dodge Intrepid and (the winner) Toyota Camry. "The steering effort is low," reported
Car and Driver, "and this car turns into corners just a bit quicker than we'd expect. While that creates a sporting feel, the high body-roll angle says tourer. The overall suggestion to the driver is mixed, quite unlike the firm, controlled stride that makes the Maxima SE one of our favorites.
"The unfocused GXE personality shows in the interior appointments, too. While the quality of the materials is unquestionably high, the overall impression is noncommittal. The exception is the instrument cluster, where the large, round dials, long needles and minimalist markings will delight the classicist."
A mild redesign of the Maxima SE's nose and tail made it easy to distinguish the
1997 model from those that came before it. The old wheels were also ditched in favor of 16-inchers now wrapped in P215/55R16 Toyo tires. But this Maxima generation was proving to be a huge sales success (over 305,000 sold in the first two years), so further tweaks were deemed unnecessary.
Edmunds.com got its first exposure to the Maxima with the
1998 model year when side airbags were added to the option list of the SE and GLE. In a
comparison test of sport sedans, we picked the Maxima SE as our favorite over the Volkswagen Passat, Mazda 626 and Ford Contour. "The Nissan's driving experience is what sets this car apart from its competition," we concluded. "Like a Mazda Miata, the Maxima feels like an extension of the driver, not just a tool to get from Point A to Point B in a hurry. Want to make a sharp right turn? It's almost as if the car knows before you do. Need to downshift for a quick pass on a two-lane road? The Maxima's gearshift falls to hand like a fly ball into Lenny Dykstra's glove. Yup, this car so impressed our assembled group that our evaluation sheets were filled with comments like this: 'Of all the cars I've driven today, this is the one I would buy.' 'I've read about this car for years, and it's actually as good as everyone says.' 'It handles like a dream, a perfect 10.' Pretty high praise for a car that was riding on the oldest platform in (the test)."
This generation of Maxima played out through
1999 with not much more than a new traction control system on the SE and GLE models and new three-point belts for the rear-seat passengers. No one ever loved how this Maxima looked, but it was going to be tough to top its personality.
Sixth-Generation Maxima: 2000 to 2003
هذا الجيل السادس
Suitably impressed by the fifth-generation car, we were eager to get into the new
2000 Maxima. "The 2000-model year is rolling around and Nissan has turned out yet another substantially redesigned Maxima," we wrote in our
first road test of the new car, "In some regards, this is the best Maxima yet, in others, well let's just say that the car's most recent trip to the plastic surgeon has resulted in a vehicle that looks, um, unlike anything else on the road."
What excited us most? Since it wasn't the styling, you probably already guessed that it was the VQ30DE-K (the K is for
Kaizen, which loosely translates to "improvement")
3.0-liter V6 engine that now made 222 hp and 217 lb-ft of torque. Of course, curb weight was also up, so the extra power's influence on acceleration was muted. All three trim levels (GXE, SE and GLE) of the Maxima returned for '00 and all got the revised engine and extra performance.
We were less excited about the new Maxima's interior, despite the fact that with the wheelbase stretched an additional 2 inches (for a total of 108.3 inches), there was more interior room in most dimensions. "Put simply," we concluded, "the quality of the materials seems to have fallen this year — plastics are a bit shinier, storage compartments are a bit flimsier, the headliner feels a bit thinner. The changes aren't anything that reach out and smack you in the head, but we couldn't help feeling a little less special when seated behind the wheel of our test car. In fact, it made us wonder if the Maxima was worth the extra money it costs compared to a Volkswagen Passat or Mazda 626, cars that heretofore were always a step down from the Nissan."
While the new car was longer, most of the suspension and other elements carried over from the previous Maxima. The SE was now available with optional 17-inch wheels and tires, and both the five-speed manual and four-speed automatic transmissions were offered on all models.
Car and Driver had one SE blasting to 60 mph in just 7.0 seconds and running the quarter-mile in 15.6 seconds at 91 mph.
An automatic-equipped SE model later competed in a 2000 Edmunds.com
family sedan comparison test, finishing a respectable fourth in a field of nine. Author Scott Mead summed up the road test staff's impressions thusly: "At our as-tested price of $26,468, the Maxima is priced in the middle of the family sedan pack, but delivers a lot more than the price reflects. Packed full of features (like a one-touch up-and-down driver window, one-touch open and close sunroof, HomeLink transmitter and auto on/off headlamps), the Maxima SE is a great family car and a sports car wrapped into one package. If Nissan could smooth the rough edges from the styling, there's no telling how many units they could sell."
The Maxima celebrated its 20th anniversary in
2001 with a special edition of the SE that we
tested. Road Test Editor John DiPietro wrote, "Nissan tarted up a 2001 SE model with exclusive features such as ground effects around the lower body perimeter, bronze-tinted headlights, drilled aluminum pedals, aluminum gearshift knob and the obligatory (though discreet) 20th anniversary badging, floor mats and key. This lily is gilded further with the addition of a moonroof, power driver seat, 17-inch wheels/tires and auto-dimming rearview mirror." But the substance of this special model was greater than just trim.
"The 20th birthday Maxima also boasts 5 more horsepower from its 3.0-liter, 24-valve V6 than the other Maximas, (earning a 227-horse rating) and a limited-slip differential to help put those ponies to the ground." DiPietro continued, "The driving experience for the anniversary model is virtually identical to that of the standard SE, which is mostly a very good thing. Acceleration is strong and smooth, with one editor comparing the engine's refined nature to that found under the hood of a certain German car — high (and risky) praise in this group. The five-speed's shifter drew some negative comments from various Edmunds staffers, who felt the joy of driving a potent, manual transmission sport sedan was blunted by the rubbery action of the Maxima's shift lever. Clutch action was criticized by a few as being non-linear and engaging too quickly, though in fairness, this particular press car had quite a few auto journalist (read
hard-fought) miles on it and was unlike other Maximas we've driven in this regard."
The big news for
2002 was that the engine got bigger as the Maxima got a version of the VQ-series V6 now displacing 3.5 liters. In a
follow-up test, we were impressed. "Nissan is increasingly using this engine in a variety of products, including the Pathfinder, Altima, 2003 350Z and Infiniti G35," wrote our Brent Romans. "For 2002, its advanced architecture includes enhancements like continuous valve timing control, a variable induction system, a silent timing chain and electronically controlled throttle. These changes help to increase horsepower to 255 and raise torque to 246 lb-ft.
"Yep, a 255-hp Maxima. This is certainly all-star power. It has 33 more hp than last year's car, 15 more than a '98 BMW M3 and is just a shade below the Acura TL Type-S. And, in Maxima tradition, it can be transferred to the front wheels through a manual transmission. There is some torque steer when you stomp on it in first gear, but it's not enough to be a concern. More importantly, there's one more gear to pick from for 2002."
Not only could the SE be had with that six-speed transmission, but that gearbox was also available with a limited-slip differential resulting in excellent traction under most conditions. Other changes included yet another new grille, new headlights and clear lens taillights.
Even though our test car didn't have that trick diff, it was a rocket. It blasted to 60 in just 6.3 seconds and swept through the quarter-mile in just 14.9 seconds. Easily the quickest Maxima yet, but it was facing competition from inside Nissan itself. "But if you're in the market for a sporty family sedan, you should really consider an Altima 3.5 SE," Romans concluded, noting of course that the Maxima's little brother was powered by a similar VQ-series 3.5-liter V6. "It will do everything the Maxima can do and take a smaller bite out of your wallet."
The Maxima made it through
2003 virtually unchanged in anticipation of the all-new Maxima to come for 2004. In fact it would be so new, it wouldn't even be made in Japan anymore.
Seventh-Generation Maxima: 2004 to 2008
هذا الجيل السابع
Taking a cue from Toyota, which had been building its larger Avalon sedan in the same American plant as the Camry, Nissan moved Maxima production to its plant in Smyrna, Tennessee, for the
2004 model year. And just as the Avalon was based on a stretched Camry platform, Nissan redesigned the new Maxima around a stretched Altima platform. The Maxima's lineup was also pared down to a choice of either the sporty SE or luxurious SL.
"Without question," Road Test Editor Brian Moody wrote upon our
first taste of the new car, "for 2004 the Maxima has moved upmarket. The new car is 1.4 inches wider, has a 2.9-inch-longer wheelbase and offers increased trunk capacity. In 3.5 SL trim, the Maxima is clearly a near-luxury car that bridges the gap between Nissan and Infiniti models. An eight-way power driver seat, dual-zone automatic climate control and a dash display that provides audio and trip computer readouts are all standard. The dash area in particular looks much more appealing than in previous Maximas. Textured suedelike material adorns the door panels and dash area, giving the latter a sort of 'floating' appearance. This kind of attention to detail is unnecessary, but Nissan planners learned a valuable lesson when complaints began to arise about the Altima's rather bland interior. Overall, the interior improvements work well — not once did it feel as if we were riding in an Altima."
With gracefully arched new styling and a distinctive "Skyview" roof (a narrow glass panel that stretches nearly the whole length of the roof itself), the seventh-generation Maxima looked nothing like previous versions.
The 3.5-liter V6 gained 10 hp over the previous generation for a grand total of 265 hp. A six-speed manual and five-speed automatic were the available transmissions for the first two model years.
"We put our 3.5 SE test car through a variety of driving situations during our week of testing," wrote News Editor Kelly Toepke in our
full test, "and were ultimately pleased with its comfortable ride quality and responsive handling. Suspension components include an all-new independent multilink design in the rear that has been adapted for the Maxima from the Japanese-market Nissan Skyline, along with an independent strut design in front. The 3.5 SE has a sport-tuned version of this suspension, as well as a set of 18-inch aluminum-alloy wheels and tires. As we drove our 3.5 SE, we found the suspension tight with a comfortable ride, but without the performance feel expected in a true sport sedan. Steering was communicative, but one editor commented that she preferred the better-weighted steering of the Mazda 6 instead."
For
2005 changes included a shorter throw for the manual shifter, additional chrome accents (both inside and out), auto-dimming sideview mirrors and an additional 12-volt outlet to run accessories. For
2007, a continuously variable transmission (CVT) replaced both the manual and traditional automatic. A change in horsepower measuring procedure for '07 also yielded a 10-hp drop in stated power, although actual output didn't change. The Elite package (that provided a unique four-passenger seating configuration with a rear center console) was eliminated for
2008.
Despite its long, successful family lineage, this Nissan Maxima clearly showed that the nameplate was losing its way. It tried to simultaneously compete against larger sedans such as the Toyota Avalon while also providing the sort of exciting driving experience for which the Maxima was known. Ultimately, it did neither well and struggled to make a case for itself against its less expensive Altima sibling. A drastic change was certainly in order.
Eighth-Generation Nissan Maxima: 2009 to Present
هذا الجيل الثامن
When the eighth-generation Maxima debuted for 2009, Nissan tried to recapture some of the 4-Door Sports Car magic. Deviating from the norm, this Maxima was smaller than the car it replaced and the less expensive Altima. Instead of being a flagship in terms of size, it would be one in terms of luxury equipment, interior quality, refined driving dynamics and strong V6 power.
"With all its luxe bells and high-tech whistles, the Maxima is an honest-to-goodness luxury sedan for those who don't want the stigma associated with a luxury badge," wrote Automotive Editor James Riswick in his test-drive of a Sport-package-equipped Maxima. "While the 2009 Maxima is not quite the 4DSC its marketers are touting once again, it is a car with few flaws that's one of the best-handling front-drive sedans available — with or without the Sport package."
In fact, the Sport package (that included 19-inch wheels, sport-tuned suspension, heated power tilt-telescoping steering wheel, driver memory functions, heated front seats, rear bucket seats and Bluetooth) was deemed unnecessary. The Premium package provided all the same luxury goodies but without the 19-inch wheels and sport-tuned suspension that ruined the ride.
Upon driving the Premium-equipped Maxima, Chief Road Test Editor Chris Walton wrote, "All the chassis changes have produced a car that strikes an excellent balance between a comfortable ride and responsive handling. Where the Altima's ride sometimes feels flinty and prone to shudder on harsh impacts, the Maxima remains composed." The steering was another bright spot. "With its combination of low-friction weighting and high feedback, the Maxima's steering can be manipulated with the delicate touch of one's fingertips on the well-formed steering wheel," Riswick wrote.
Under the hood, this Maxima featured a 290-hp version of Nissan's venerable
3.5-liter V6 driving the front wheels through a continuously variable transmission. Although this amount of power tends to result in nasty torque steer in front drivers (such as the previous generation Maxima), the new car bucked this trend commendably. We found the responsive CVT to be one of the best examples of this type of transmission known more for saving fuel than impressive performance. In track testing the new Maxima went from zero to 60 mph in 6.5 seconds.
Inside, the eighth-generation Maxima featured a design that could easily be found in Nissan's Infiniti luxury brand — all that was missing was the signature analog clock. The high-quality materials would be at home in a luxury car and were a big improvement over the previous generation. The Tech package added a hard-drive navigation system, voice recognition, real-time traffic, a rearview camera, digital music storage and an excellent iPod interface. Since it shrunk in size, the Maxima's cabin was hardly what we'd call spacious. Its available rear bucket seats made it more comfortable for two people while the front seats were deemed to be quite comfortable and the driving position friendly.
In total, this generation Nissan Maxima is impressive, if perhaps rather pricey, given its non-luxury badge. But for those who want to stay under the radar, it's an impressive sedan that returns this iconic nameplate to respectability.
المصدر
لا تأتي مكسيما بـ 4 سلندرات مثلما الأفالون والأزيرا
لأنهم سيارات سيدان كبيره ..
ومعك 80 ألف الألتيما تلبي أحتياجاتك مع مواصفات نص فل ..
وإذا كان همك العزم خذ ألتيما 4 سلندر قير عادي بـ 66 ألف ريال
عزمها قوي جداً
تحيه طيبه
