Nissan Murano
The best of both personalities |
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By Richard J. Newman
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NITS: There's a small but significant blind spot in the back corner, where the high haunch and the tapered roof converge and there's only a tiny glass panel. Also, the front cupholders did not reliably hold a tall soda bottle.
G FORCES: The engine offers all the power you'll need for most nontowing situations. And it's standard on every trim line, a nice touch that makes even the base Murano a rocket. There's also a newfangled "continuously variable transmission," or CVT, that eliminates nearly all the clunky upshifts and downshifts of an ordinary automatic transmission and makes the ride even smoother. Cornering is excellent for a high vehicle.
GIZMOLOGY: Nissan has done a nice job of centralizing the radio and climate readouts in a single digital display in the center of the dash, without too much computerized complication. Climate knobs are large and graspable, radio controls a little less so. One nuisance was a flashing warning on the digital readout reminding me that the vehicle was scheduled for service 43 miles ago, which I couldn't figure out how to turn off. If you must, tell me once and then assume that I got the message.
KID MARKS: The Murano scored high with my 4- and 6-year-olds. Kids love a high perch, and the Murano was also accessible enough that they could get in and out without the difficulties some SUVs present. The doors were light enough for my kids to close on their own–not a given on SUVs–and the exterior pass-through handles helped them open the doors easily as well. The only drawback: Rear cupholders that were situated near the floor, where my kids couldn't reach them.
HOT OR NOT? Hot. Okay, it's overwrought, but I like the Murano's hair-trigger styling. There's something cool about a vehicle that looks tougher than it is.
ENVIROMETER: Rates 4 out of 10 on the EPA's emissions/air pollution scale. Mileage ranges from 20 mpg city to 25 mpg highway. Details: http://www.epa.gov/autoemissions/
E-NISSAN-Murano-03.htm
CRASH COURSE: As of February 2003, the Murano had not been crash tested by the government or by private testing organizations. For future government crash test results, check: http://www.nhtsa.gov/NCAP/
Cars/2503.html.
PRICE POINTS: Base prices range from $28,739 to $31,139. Price as tested: $32,016. (All prices include delivery.)
MORE INFO: http://www.nissanusa.com/vehicles/
ModelHomePage/0,,24109,00.html
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Model year tested: 2003
Now here's an idea: Build an SUV that's not really capable of trekking into the wilderness–which hardly any SUV owners do anyway–then admit it in your advertising and try to use it to your advantage. The SUV-lite approach worked wonders for Subaru when it introduced the Outback in 1995, and for Toyota when it rolled out the Highlander in 2001. Now Nissan is giving it a try with the new Murano, although there's a twist: Like a kid with an inferiority complex, the Murano tries to compensate for the soft sedan in its genes with pumped-up muscles and a tougher-than-thou attitude. The message: This is no wimpy Subaru, and as for Toyota…how do you spell that again?
Still, at first glance, the Murano is a bit of a puzzle. In a week of driving, I got numerous sidelong stares from other drivers who were no doubt trying to figure out just what that was in the next lane. I don't blame them. The Murano is kind of an automotive Minotaur, designed to look like an SUV on the bottom and a sports sedan on the top. So while it appears sleek and aggressive, it also challenges your sense of proportion. The huge 18-inch tires and the flared fenders are quite muscular, but they're topped by a roofline that is petite by comparison. It's a blend that borders on a personality disorder.
But driving the Murano feels much more intuitive than you would expect. In trying to gentrify the SUV experience, Nissan was aiming for the popular "crossover" mix of a carlike ride in an SUV-like package. In that regard Nissan has succeeded. The Murano grips the road with the firm smoothness of a good sedan, and there's even a sporty sensation: The steering is fairly stiff for a vehicle this size, and the accelerator pedal has a little extra resistance that coaxes a bit more effort out of the driver. In other words, the vehicle engages you in the driving experience. The Murano stands its ground around sharp bends and doesn't throw you to the sides as do many SUVs, a big plus. The 245-horsepower V-6 engine is powerful, smooth, and quiet. And the cabin is roomy and comfortable, with extra-wide front bucket seats suited to the supersize set.
As for testing the Murano's SUV-like functionality, the conditions during the week I had the vehicle couldn't have been better: It snowed several times, and I had to cart my two kids hither and yon. The Murano rose to the occasion. The optional all-wheel-drive system can be switched on and off, so that most of the time you can enjoy the better gas mileage that comes with two-wheel drive. With the system on, I did a few unscientific tests by plowing into snow drifts and seeking out steep, slippery spots, and not once did the Murano get stuck or even take much notice of the snow. The Murano isn't especially large, but there's a roomy cargo area that, with a little squishing, was able to accommodate a toboggan along with other odds and ends. And of course the Murano offers the raised, commando seating that made me feel a little more comfortable about how we'd all fare if a less careful driver lost control and slammed into us. Maybe the best approach to this eclectic vehicle is to forget about whether it is a car or a truck and enjoy the many benefits of its split personality.
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