2014 Nissan Versa Note SV with SL Tech Package First Test

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There's strong case of give and take with the all-new 2014 Nissan Versa Note. First, the giving. The Note -- a second-generation hatchback that Nissan executives hope will maintain Versa's reign as the segment's top sales-getter -- has a lot going for it.

Most noticeable is aerodynamically optimized bodywork that's distinctly fresh for the five-door market. The trajectory of a squash player's ball served as the inspiration for the Note's steeply raked roofline and window profile. The slim silhouette -- together with a low drag floor, bigger front spoiler, a Nissan-first Active Grille Shutter (CVT-equipped models), taillight diffusers, and a bevy of air deflectors located near the low-rolling-resistance tires and fuel tank -- gives the CVT-equipped Versa a slippery 0.30 coefficient of drag, identical to that of the performance-inclined 370Z coupe.

Its front grille and boomerang taillights also mimic those of the Quest, Z, and Juke. Although it certainly could have been pulled from the fashionable streets of Tokyo or Paris, from some front angles it's reminiscent of a baby Quest. At last, ladies and gents, a U.S.-spec Versa hatchback that actually looks like it belongs in the Nissan family -- the 2012 version had all the pizzazz of an aged Tijuana burro.

Size and weight are down for 2014, which in large part because of its updated global V-platform. Length is cut by 5.4 inches, while wheelbase and width (102.4 and 66.7 inches) remain the same. Even still, there were small increases: front headroom (to 40.8 versus 40.6 in), rear legroom (38.3 versus 38.0 in), and rear cargo capacity behind the second row (18.8 versus 17.8 cu-ft).

In real-world terms, my 5'9," 165-pound frame, along with a heftier auto journo passenger fit just fine in the backseat without our knees or heads touching the front seats and headliner. Making the rear seat even sweeter are the nearly flush powertrain tunnel hump and middle seat armrest and cupholder.

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Designers furthered the Versa's utility with the available Divide-N-Hide adjustable floor behind the second row of 60/40 split seats. With a few folds, the floor can be raised, creating additional space for small items. It takes a bit of time to figure out, but it works well.

Overall, the cabin is plenty airy, which is uncommon at this vehicle level and size. Extra-large windows bring in more light and provide expansive vantage points for all five passengers. Standard features, of course, vary by trim, of which there are six.

The base S arrives with a five-speed manual transmission, tilt telescoping wheel, 4-way adjustable manual driver's seat, and 60/40 folding rear seat; S Plus adds CVT, cruise control, and Active Grille Control. The SV includes upgraded cloth seats, power windows/locks, remote keyless entry, six-way adjustable driver's seat, and leather-wrapped steering wheel.

Next are higher SV trims with Convenience, SL, and SL Tech packages (like our tester) with a 4.3-inch monitor, satellite radio, rear seat armrest, Divide-N-Hide, 16-inch alloys, heated front cloth seats, and, in the case of the Tech Pack, Nissan's much-lauded Around View camera system and NissanConnect (traffic, weather, streaming audio) with Google Send-to-Car and 5.8-inch screen. Only the SV trim can be had with option groups.

Unfortunately, hard plastics dominate the cabin's front real estate -- practically every trim piece and panel is made of the stuff. The dash, instrument surround, and even the doors' carved armrests are brutally hard and cheap upon touch. Nissan's simple-to-use navigation and multimedia system with Around View camera is the space's saving grace. There's no digging through multiple menus and commands here, and Bluetooth phone connectivity is breeze. The Around View system continues to be the best camera setup on the market today, no questions asked. The cabin lacks considerable compartmentalized storage space near the gear select, but my, how nice it is to have a driver's seat armrest.

In addition to the revised V-platform, another major factor in the Jenny Craig equation is the downsized powertrain. When married to a second-generation low-friction CVT that's smaller and lighter (revised oil pump, smaller pulleys, compact torque convertor), the 109-hp, 1.6-liter four-cylinder attains a class-leading 40 mpg on the highway (31 in the city; 35 combined). The mill employs a new dual-injector design producing 57 percent smaller droplets than before, and has CVTCS (continuously variable valve timing control system) on its intake and exhaust.

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Pick the base S with a five-speed manual -- it's the only gearbox - and you'll get an EPA-certified and slightly worse (but still decent) 27/36/30 city/highway/combined fuel economy. Per our scales, the SV with Tech Pack tester lost 261 pounds compared with the outgoing hatchback.

Which brings me to the taking. The Note is absurdly poky and unenthusiastic when eager commands are given.

Aside from patience, 10.4 seconds are needed to get the Versa hatch (which is 78 pounds heavier than its sedan sibling) to 60 mph from a standstill, some 1.3 seconds slower than the outgoing model. A quarter mile comes in 17.8 seconds at 78.2 mph. Braking to a stop from 60 mph takes 127 feet, nearly 10 feet shorter than its predecessor.

Yes, the older version was motivated by a more powerful 122-hp, 1.8-liter engine, but still, the majority of segment consumers love some gusto, or at least a responsive chassis and solid manual transmission, a la Honda's Fit. Upon turn-in on the Note, a slow lean, numb steering, and tire screech galore will greet you posthaste.

Yes, it's ironic then that a squash ball served as one of the many muses for Nissan's most un-athletic little commuter. Still, the Versa Note is amenity-laden, fuel-efficient, roomy, and cheap (it starts at $14,780), and allows barely any road noise or pavement imperfections to pollute its calm cabin or disturb its absorbing ride. For the majority of buyers, that will be a Note worth hearing.