Automotive Reviews
Posts tagged Nissan
2000 Nissan Xterra
Jun 19th
The Nissan Xterra wants to be your buddy. Your sidekick. Your faithful pal. If you were captured by forces of evil, it would break into a burning building to untie you and drag you to safety, if it could. Here’s a scene you’ll find repeated more than once in a Nissan Xterra: you’ll be driving down a major road or freeway, somewhere. In the city or in the country, it doesn’t matter. You’ll see a little side road, called “CR 1116,” or “Langdon Cemetery Hill Road,” or a trash-strewn alley. Maybe even a barely visible two-track, leading into the woods and devoid of NO TRESPASSING signs. Both you and the Xterra will notice it, and the Nissan will slow confidently to a suitable speed, as if it knew what you were thinking. Then the two of you will discover a new road.
From its truck-with-a-backpack looks to its high, wide stance, the Nissan Xterra screams “active lifestyle.” It’s one of the sport-utes whose hardware backs up the looks, too. While many other SUVs are touting their more carlike features, the Xterra is a deliberate throwback, using the rugged Nissan Frontier pickup truck as its base. New for 1999, the Xterra fits into the Nissan line a step below the plusher Pathfinder. Nissan says it’s a return to the basic concepts behind the original Pathfinder, whose focus was true off-road capability in an afforable package. In other words, the Xterra is a sport-ute that’s really intended to be used as a truck.
The Xterra brings to mind the clean, honest look of a Land Rover Discovery or an old Jeep Cherokee. It’s the kind of truck that will look just as good covered in dirt and scratches as it will with a professional wax and polish. It’s clearly built to be used. The asymmetrical design features and large roof rack bring to mind the armor and rollcages seen on desert rally trucks and the much-publicized Land Rover Discoveries used in the grueling Camel Trophy offroad competition. The roof rack isn’t just for show, either; it can carry up to 125 pounds, and a removable basket up front can be used to carry muddy boots and other unpleasantries generally condemned to pickup beds. The Xterra’s raised rear roof section and square, flat hood are also homages to one of the kings among SUVs. The Xterra has a look all its own, however. The off-center trapezoidal bulge in the tailgate houses an optional first-aid kit, but adds to the tasteful asymmetry in the truck’s design. The rear window, side windows, and taillights with diagonal slashes carried into the tailgate keep with the lopsided look. The wide stance is accented by fender flares and meaty tires, even on two-wheel drive models. Underneath, the Xterra has strength to back up its looks as well. It retains the Frontier’s strong 4×4 pickup frame and solid rear axle, a combination true truck folks know to be simple, durable and tough. Engine and fuel tank are protected by skidplates on all Xterra models.
Inside, the Xterra is all business. It retains the Frontier’s straightforward dash layout, and visibility is good to all four corners. Unfortunately, it also retains the Frontier’s parking brake handle, which pulls straight out of the dash to the right of the steering wheel and is perfectly placed to crack the knees of the unwary driver. Like in many sport-utes, the seats are a little bit too close to the floor to make long-distance driving a truly comfortable experience. Long-legged drivers will find the cushion adequate for thigh support, but the seat needs a height adjustment. Visibility to the front is excellent, but backing into a parking space may take some guesswork due to the high rear window. Back-seat passengers sit slightly higher that those in the front, stadium-style, but the raised roof leaves plenty of headroom.
Once on the road, it’s clear that the Xterra is all about supporting you in your quest for fun. The SE model we drove is powered by a 3.3 liter, 170-hp V6, and the truck moves out eagerly. A 2.4 liter, 143-hp four-cylinder model is also available. The Xterra absolutely shines when it comes to gripping the road, however. The Xterra is surprisingly maneuverable. It’s smaller than it looks–the truck’s height gives it more presence. This benefits drivers who have to squeeze into tight parking spots as well as off-roaders who want to be able to place the vehicle in exactly the right spot on a trail. The Xterra was designed with both parties in mind. The truck’s wide track (the wheels have been pushed right out to the edges of the fender flares) keeps things stable on the freeway and during changes of direction. The Xterra is noticeably less tippy than most, another confidence-builder when taking a truck off-road. The wide track allows for handling that puts several SUVs with more “advanced” suspensions to shame. Drivers of sport-utes who are used to bouncing wildly about as each wheel tries to go in a different direction after striking a large rut or a pothole will find the Xterra’s composure after an impact almost graceful. The Xterra tracks excellently, without much side-to-side tossing. That said, two-wheel-drive Xterras can get a little bit tail-happy under acceleration or when it’s wet, just like their pickup truck siblings. All in all, though, the Xterra displays impeccable road manners for a sport-ute.
The Xterra’s brakes are good, but panic stops bring back that tail-happy tendency. Expect the rear end to get squirrelly if you have to slam on the brakes. Four-wheel ABS keeps it controllable, but it feels uncomfortable with sudden deceleration.
To keep the bottom line low, the Xterra is not as festooned with gadgetry, as many more expensive sport-utes are. What frills there are are geared toward convenience during adventures of one sort or another. A first-aid kit is available, for instance, and mounts inside a recess in the back door. The roof rack, which resembles a roll bar, is functional. Nissan makes a number of accessories available to enable owners of several different kinds of leisure equipment to carry canoes, bikes, skis, or snowboards on top of the Xterra. On the upper left side of the passenger seat, a unique storage pocket keeps sunglasses or a water bottle in easy reach of the driver. There are two trim levels, both available in 2×4 or 4×4 configurations. The Xterra XE is the starter model, and the SE is the more expensive of the two. Most of the SE’s standard features are available as options on the XE. The no-nonsense approach keeps the base price of an Xterra around $17,000 for a four-cylinder, manual transmission XE with two-wheel drive. Our test vehicle, a SE V6 equipped with two-wheel drive and only floormats as an option, retailed for $24,149.
Specifications:
All specs are for the 2000 Xterra SE V6 2×4, which we tested.
Length: 178.0 in.
Width: 70.4 in.
Height: 69.4 in.
Wheelbase: 101.4 in.
Cargo space: 44.5 cu. ft. (Seats up)
65.6 cu. ft. (Seats folded)
Base price: $23,549
Price as tested: $24,149
Horsepower: 170 hp.
Fuel capacity: 19.4 gal.
Est. mileage: 16/19
Towing capacity: 5000 lb (V6 auto only)
6/2009 update: The Xterra has remained pretty true to its mission in life over the years, so not much has changed. They seem to hold up pretty well to abuse, too–though I haven’t scoured the annals of the hard-core 4×4 folks to see what they say about ‘em so your mileage may vary, as they say. If you’re looking at used Xterras, they are the sort of 4x4s that get used for real, so watch for damage.
2009 Nissan Xterra
Jun 17th
The Xterra has always been about going out and getting dirty. Even the most urban Xterra seems to dream of going off-road, and might even make a break for the hills if a Yuppie owner doesn’t feed its need for dirt. While Hummers, Land Rovers and Jeep Wranglers have to suffer the installation of low-profile tires and oversized wheels from owners more interested in cruising Main Street than exploring uncharted territory, the Xterra seems to have been largely spared this indignity, at least that we’ve seen.
Which is not to say that the Xterra is so uncivilized that only the most grizzled outdoorsman would want one, of course. The Hummer H1 and Wrangler have both tried the rolling penalty-box approach, and it didn’t keep the posers at bay. To tell the truth, I’m not sure what keeps Xterra owners honest as to their vehicles’ intent. Whatever it is, it’s working. The Xterra is updated for2009 with a slight facelift and standard side airbags, but it’s been around long enough to be a familiar face on the SUV landscape.
Strap this SUV to the side of a Godzilla-sized backpack with some orange bungee cords and it would look just as at home as it does in a driveway. The styling puts utility before fashion, and the gear rack on the roof, raised rear section and asymmetrical rear window are the Xterra’s defining features. Nissan’s mid-sized brawler has a proud, square nose and the grille and headlight assemblies have been cleaned up and restyled to match those of the Titan and other trucks in Nissan’s lineup. The Xterra has a high stance and bulged fenders. The rear bumper includes a built-in side step for attaching gear to the roof. A new set of available roof lights for off-roading only enhances the Xterra’s piece-of-equipment styling.
Inside, the Xterra is similarly businesslike. Luggy, easy-to-clean cloth upholstery is comfortable, but also looks and feels durable and rugged. Leather is available, but seems out of place in a no-nonsense vehicle like this. The flattish floor makes 3-across seating in the back possible, though the body is narrow. The seats are comfortably wide and firm, but the fronts are too close to the floor, resulting in a legs-out driving position that might be uncomfortable for some drivers. The console is full of useful flat spaces, and the dash resembles that of the Frontier pickup, with an apparent focus on easy cleaning over style. At the rear of the Xterra, the carpetless 35.2 cubic foot cargo area is also easy to clean but adds noise and requires cargo to be secured or it’ll slide around. That’s not hard, of course, with channel-style cargo tiedowns in the floor and cargo hooks in the walls and ceiling, and space for gallon jugs built into the side walls. The Xterra is still available with a first-aid kit in the tailgate. Side-curtain airbags are new for 2009, as is a new Technology option package that includes a Rockford Fosgate sound system, XM satellite radio, Bluetooth connectivity and steering wheel controls for the audio system.
Power is provided by Nissan’s excellent 4.0 liter DOHC V6. This all aluminum engine produces 261 horsepower and 281 foot-pounds of torque, which in the 4400-pound Xterra translates to decent acceleration and excellent low-end grunt. Continuously variable valve timing and an electronic throttle keep it relatively efficient for its size. In the Xterra, I didn’t find Nissan’s throttle to be twitchy or hard to manage, which was a first. Transmission choices are a six-speed manual or five-speed automatic. There’s a two-wheel drive Xterra offered, but to use this truck properly you’re going to want the four-wheel drive, which includes an electrically locking rear differential, hill descent control, and hill-start assist.
The suspension uses carlike double wishbones up front, and a very truck-like leaf-sprung solid axle at the rear. Handling on-road is decent, but definitely truck-like. Off-road, the Xterra is confident, thanks in part to a tough, fully boxed “F-Alpha” ladder frame that’s shared with the full-size Titan pickup and Armada SUV. Opt for the Off-Road package and you’ll get Bilstein shocks and a full set of skid plates. Four-wheel disc antilock brakes and Nissan’s Vehicle Dynamic Control (VDC) stability control are standard across the board. The Xterra may look like the Pathfinder is its closest sibling, but it’s really got more in common with the big trucks.
Somehow, the Xterra wraps all of this no-nonsense confidence into a package that is just honestly what it is, and doesn’t attract many buyers who don’t plan to use it as it was intended. Sure, there are a few out there, but for the most part Xterra owners are on-message. That’s a good thing for Nissan, since the Xterra is very good at what it does. Xterra pricing is reasonable for its class; my tester featured the Off-Road package and stickered for $30,600.
Specifications: All specs are for the 2009 Nissan Xterra.
Length: 178.7 in.
Width: 72.8 in.
Height: 74.9 in.
Wheelbase: 106.3 in.
Curb weight: 4402 lb.
Cargo space: 35.2 cu.ft. (seats up); 65.7 cu.ft. (seats folded)
Base price: $29,340
Price as tested: $30,660
Engine: 4.0 liter DOHC V6
Drivetrain: five-speed automatic transmission, four-wheel drive
Horsepower: 261 @ 5600
Torque: 281 @ 4000
Fuel capacity: 21.1 gal.
Est. mileage: 15/20
2009 Nissan Maxima
May 20th
When I first slid behind the wheel of the Maxima, I had no idea that it would be so hard to classify. I mean, how difficult is it to figure out where a four-door sedan fits in?
Rather, it turns out. Nissan’s attempt to return the Maxima to its halcyon days as the “4-door sports car,” has resulted in a vehicle that’s not quite what it was, but not quite what it needs to be, either. Whether that’s a step forward or backward, one thing is certain: the Maxima definitely has personality.
At a glance, it’s clear that the previous-generation Maxima has been completely re-thought. The domelike silhouette and wacky Mohawk sunroof that set the previous Maxima apart are gone, replaced by a more conventional three-box sedan with striking front and rear treatments. Like the new 370Z, the Maxima features boomerang-shaped headlights and matching LED taillamps. The hood is gracefully and aggressively sculpted, with twin bulges down each side that create a catamaran-like shape from the front seats. The curvy hood bends gracefully into aggressively flared fenders and a large grille. The car’s track has been widened, and coupled with a slight decrease in overall length gives the Maxima a compact, more athletic stance. A choice of eighteen- or nineteen-inch wheels is offered.
The interior is comfortable, in a rough-and-tumble boardroom sort of way. There’s a distinct “cockpit” feel that is uncommon in sedans, and will please drivers who’d rather be in a sports car. A dual-pane sunroof is available, but the Maxima’s interior is somewhat dark even when opened up to the sky; this is a somber and serious performance sedan. Electroluminescent gauges and lots of chrome detailing improve things slightly. There’s a narrow, three-spoke steering wheel, and the extra-bolstered driver’s seat has an extendable thigh support to help keep the driver in place. The Maxima’s interior is comfortable and sporty. It can also be luxurious, of course; heated and cooled seats, a navigation system, pushbutton start and a subwoofer-equipped sound system are available. The navigation system’s information screen has a handy shroud over it, and Nissan remains one of the few companies to understand that a bird’s-eye navigation screen is easier to follow than the map-style view.
The styling inside and out is executed nicely, but I’d hesitate before announcing that the “4-door sports car” has returned. The Maxima alternates between being not quite luxurious enough and not quite sporty enough to justify the price tag. The ride is taut and responsive, but the suspension and body still feel heavy. The Maxima is equipped with coil-sprung struts up front and a subframe-mounted multilink independent rear as well as a front strut tower brace to improve rigidity. Extremely responsive four-wheel disc anti-lock brakes bring the speed down with confidence, and the ultra-fast Twin Orifice Power Steering is a rack-and-pinion unit that’s shared with the sporty 370Z. Vehicle Dynamic Control stability control and traction control are also standard equipment, so the Maxima is very sure-footed. So what’s wrong with the way it drives?
It’s not that there isn’t ample power. The Maxima gets a 3.5 liter V6 engine with continuously variable valve timing and 290 horsepower, a 35-horse jump from the previous model. Nissan’s gone to great lengths to improve the Maxima’s engine’s sophistication; this engine has lightweight pistons, microfinished cam lobes and crank journals, coil-on-plug spark and variable induction. Nissan has improved the engine’s breathing and exhaust flow, as well as maximizing (no pun intended) the fuel’s combustion to improve efficiency. For all of that technology, though, the electronic throttle is twitchy, and the continuously variable automatic transmission (CVT) drones and holds gears in a very wimpy-sounding way. The CVT’s reflexes have been sharpened and it’s been retuned for sporty driving, even with a “Ds” mode that selects the right gear for the conditions from the nearly infinite ratios available. Paddle shifters on the steering wheel allow for instant gear selection as well. Unfortunately, it doesn’t feel or sound particularly sporty. As a result, the Maxima tends not to feel or sound much like a performance car from the driver’s seat. Throw it into a corner and it’ll react like one, but it takes a lot to remind it, and during mundane driving it’s rather dull.
So where does that leave the hero of this review? It’s too soft to be seriously compared to the Cadillac STS, and too hard to woo Buick LaCrosse or Toyota Avalon buyers. While the luxury items are there, the Maxima isn’t carry itself on the same level as the sports sedans from Audi, BMW or Acura. The Maxima compares favorably with large, semi-luxurious sport sedans like the departed Lincoln LS, the Pontiac G8 and possibly the Volvo S60. Unfortunately, the Pontiac G8 will soon be as dead as the Lincoln LS, and the Maxima lacks the curbside style of the Volvo. (Twenty years ago, saying that would’ve been heresy).
After driving it for a week, I was left with a sense that the Maxima can’t decide what it is. It doesn’t feel pricey or luxurious enough to compete with near-luxury cars, and it’s not quite as sporty as other vehicles available from Acura or even Nissan’s own Infiniti division. All in all I found it curiously disappointing.
Pricing for the new Maxima starts at $30,160. My test car was optioned-up thanks to the Sport and Sport Technology packages, which include XM satellite radio, a navigation system, heated steering wheel, HID headlamps, iPod interface and 19-inch wheels. The total damage? $37,360.
Specifications: All specs are for the 2009 Nissan Maxima.
Length: 190.6 in.
Width: 73.2 in.
Height: 57.8 in.
Wheelbase: 109.3 in.
Cargo space: 14.2 cu.ft.
Base price: $32,860
Price as tested: $37,389
Engine: 3.5 liter DOHC V6
Drivetrain: continuously variable automatic transmission, front-wheel drive
Est. mileage: 19/26