TEST DRIVE ~ 2011 NISSAN MURANO LE AWD
Nissan Murano puts some ‘fun’ into functionality The Nissan Murano may have defined what it means to be a crossover vehicle, but the CUV has, in fact, been around much longer.
Remember the AMC Eagle?
It can be argued this homely four-wheel-drive wagon launched the segment more than three decades ago.
Others followed in the nineties, like the Audi allroad quattro, Subaru Forester and Outback, but these still seemed more like station wagons with off-road pretentions.
When the Murano launched in 2003, it was like nothing else on the market. Swoopy and stylish, it bridged the gap between car and sport utility, combining the best attributes of both, with a look that was distinct from each.
If you could call any vehicle a true crossover, the Murano was it. Its daring design, world-class 3.5-litre V6 engine and all-wheel-drive ability brought many new buyers into Nissan showrooms.
When the company launched its second-generation Murano in 2009, after skipping the 2008 model year, Nissan wisely chose not to mess with a winning formula. They continued with the same award-winning powertrain, and despite the new sheet metal, a similar look.
Two years later, the 2011 receives some additional styling tweaks, such as a refreshed grille and bumper, revised taillights, new 18-inch aluminum-alloy wheels and some interior and content refinements. Nothing that really jumps out at you.
Also for 2011, there are now four trim levels with the SV AWD model added to the lineup.
The base model, starting at $34,498, is the Murano S. Like all variants, it comes with intuitive all-wheel-drive and Nissan’s Xtronic continuously variable transmission (CVT), along with traction control, vehicle dynamic control, dual power heated outside mirrors, black rear privacy glass, smart key with pushbutton start, dual-zone climate control and a six-speaker AM/FM/in-dash 6-CD audio system.
This trim level (and the next two) comes with 18-inch alloy wheels. The LE comes with big 20-inchers.
The Murano SV, at $37,548, ups the ante with a dual-panel moonroof, auto on/off headlights, heated front seats (eight-way power adjust for the driver), satellite radio, Bluetooth, upgraded audio system with 2 GB music box, rearview monitor and more.
The Murano SL ($40,648) adds leather seats, along with heated steering wheel, power liftgate, Bi-Xenon HID headlights, rain-sensing wipers and power flip-up rear seats.
My tester for the week was the Murano LE. Priced at $44,048, you get a crossover that is remarkably Infiniti-like, with materials and amenities you’d expect from the company’s premium marque.This trim level comes with all of the above, plus heated rear seats, driver’s seat memory (includes steering wheel and side mirrors), power tilt and telescoping steering column and woodgrain trim.
Forty-four grand sounds like a lot of money – and it is – but the Murano LE comes extremely well equipped and is about $9,000 cheaper than the base model Infiniti FX35.
The 20-inch, five twin-spoke alloys inside the LE’s big wheel arches add to its presence, and inside, it is outfitted as well as any crossover I’ve driven in the premium segment.
Two-toned soft-touch materials, aluminum accents and polished woodgrain trim complement double-stitched leather in the seating surfaces, steering wheel and shifter knob. Welcome and mood lighting add to the ambience.
All the controls and instruments convey a sense of style and symmetry, and are well placed for the driver. Panel gaps are tight, with no squeaks or rattles intruding on the vehicle’s hushed cabin.
Seats are buttery soft and supportive, with available heating both front and back. The 60/40 rear seats offer plenty of knee and headroom and can be reclined as well.
They can also be dropped flat using two levers in the cargo hold, and in the LE can be raised electrically with switches inside the rear pillar and on the dash. Cargo capacity is 900 litres with all seats up; 1,826 litres with the rear seats folded. And to keep things organized and in place, there are eight tie-downs and a cargo organizer that pops up from the floor.
All Muranos continue to be powered by Nissan’s standard VQ-series 3.5-litre DOHC V6 rated at 260 hp and 240 lb/ft of torque. When this powertrain first launched, the numbers seemed pretty aggressive, but most competitors have caught up in the years since.
Still, the Murano is lively, despite its two-ton-plus curb weight. Like all vehicles with CVTs, initial launch is gradual, but acceleration builds linearly as the revs climb.
Handling, especially in the corners, is surprisingly tight for a large vehicle.
The Murano’s solid “D” platform, which provides 1.5 times more torsional rigidity than the first generation, is a solid anchor for the vehicle’s standard four-wheel independent suspension that provides both stability and civility.
Push the Murano in the corners and it is remarkably carlike. Drive on our crappy, potholed spring asphalt, and it is also forgiving.
I’ve always thought of the Murano as an ideal compromise between the family hauler I need and the sports sedan I really want. It is sleeker than a sport utility, more functional than a sedan and light years cooler than a minivan.
If you’re like me and have domestic needs, but have no desire to appear domesticated; the Murano may be worth a serious look.
BODY STYLE: mid-size crossover
DRIVE METHOD: front-engine, all-wheel-drive
ENGINE: 3.5-litre 24-valve DOHC V6 (260 hp and 240 lb/ft of torque)
FUEL ECONOMY: 11.7/8.5 litres/100 km (city/hwy)
PRICE: S, $34,498; SV $37,548; SL $40,648; LE $44,048; LE with Technology Package $46,248 