2004 Nissan Quest
Brian Early
JACKSON, MISS. -- There was a time when Nissan's Quest minivan was among the more compact of its genre, noted for its nimble handling and user friendly size.
That first generation, introduced as a 1993 model, was a joint venture between Ford and Nissan (Mercury's Villager was the Quest's twin).
Built by Ford in Avon Lake, Ohio, the original Quest used a 151 hp version of the Maxima's 3.0 V6 and four-speed automatic transmission, and a larger, heavy duty copy of the Maxima's strut front suspension.
Though it combined an innovative sliding rear bench with a removable secondrow bench for seating versatility, the lack of a second sliding door and a comparatively small overall size hurt sales.
A partial redesign for '99 lengthened the Quest by 12.4 cm,enlarged the V6 to 3.3 litres (now making 170 hp), and more important, added a sliding door to the driver's side. It was not enough, and slow sales saw the model dropped after the 2002 model year.
Fastforward to today. Having witnessed the popularity of Honda's plus-sized Odyssey, among others, Nissan is taking no chances by introducing another minivan. The new 2004 Quest meets or exceeds its import competition (including the enlarged 2004 Toyota Sienna) in a number of interior and exterior dimensions. It seems that "minivan" is quickly becoming a misnomer in this segment.
As before, the Quest is Maxima-based (on the '04 model this time), using another iteration of the "FFL" platform, found on the Altima and Murano as well.
It's good company to keep, and unlike the previous generation that had a leaf sprung beam axle in the rear, this one receives a fully independent rear suspension.
Drive line choices are limited to automatics with either four or five speeds (the latter is found only in the top 3.5 SE trim level), mated to Nissan's ever present "VQ35DE" 3.5litre V6. Here it provides 240 hp on premium fuel, 230 hp on regular, at 5800 rpm. Torque varies accordingly, at a similarly class competitive 242/238 lbft. at 4400 rpm. The Quest's 1588 kg trailer rating is typical among front-wheel-drive minivans.
Our test vehicles were all hand built pre-production pilots, so some finetuning in suspension settings likely remains, but ride quality and comfort seemed quite good, even over sections of broken pavement and the gravel textured surface that passes for asphalt in this part of Mississippi.
Sadly, our test route didn't provide any nice twisty bits to challenge the suspension. I took a couple of sharper turns at speeds that blanched the knuckles of my copilot (certainly faster than most typical owners ever would), and the Quest remained composed.
It helps that all Quests have 225section width tires, mounted on either 16 or 17inch wheels. Traction control is standard, and some models also offer a vehicle stability system (VDC) to help out, if you ask more than can be delivered. Standard ABS, electronic proportioning, Brake Assist, and disc brakes with vented rotors at all four wheels work to provide excellent stopping power. I think that the alignments on our handmade testers were out slightly, since the two Quests that I drove exhibited different straightline behaviour at Interstate speeds, one pulling gently right, and the other seeming to need constant minor corrections on centre.
Both still comfortably devoured kilometres of pavement, and both seemed otherwise well planted (aided in part by a long wheelbase). With either transmission, engine speeds remained low, even at a tick over Mississippi's 70 mph (113 km/h) Interstate speed limit. The downside is that downshifts, sometimes even from fifth to third, are required to maintain speed up hills, one of the few times that the big V6 really raises its voice. Inside, the Quest deviates further from the minivan norm. The gauge cluster is in the centre of the dash, a setup that I have yet to warm to.
The company parts bin has been raided to provide the 6.3 inch LCD screen that incorporates the radio, climate control and trip
computer displays. It's identical to the one in the Infiniti
FX35, as I'd imagine the optional DVD-based navigation
system's screen would likely be as well.
A slightly improved version of the FX's "black button overload" controls audio and trip computer/navigation functions, and rotary knobs are used for the standard front and rear air conditioning. Automatic climate control is also available.
Sharing that oval tube shaped centre console is the shift lever. It doesn't offer the range of gear selections that the similarly located Sienna's does, but neither does it suffer from being easily left out of overdrive as in the Toyota.
Despite having a position that falls so readily to hand, no "manumatic" feature is available to allow you to shift on the fly.
Beneath the standard CD player is a neat slideout bin with an adjustable compartment that perfectly fits a cellphone (not that you would be using it while driving, right?). Storage spaces can be found throughout the interior. There are eight cupholders for seven passengers, but the front ones are mounted pretty low on the side of the driver's seat base. The side of the passenger seat houses the optional DVD system's player
instead.
The innovations don't stop with the odd dash layout.
The Quest is the first minivan to offer fold into the floor seats in both the third and second rows, though the third row does not offer the Sienna's split feature, nor does it have any form of spring assistance, making it more awkward for those of diminutive stature to operate.
The resulting floor is not perfectly flat either, but will accommodate the all important 4 foot by 8 foot sheet of plywood with the tailgate closed. Hinged strikers for the third-row seat further improve cargo versatility.
As mentioned earlier, Nissan claims to meet or beat the benchmark Odyssey in most key interior dimensions, seats up or down, and also claims the largest sliding door openings in its class. Combined with tip forward second-row seats, accessing the rear is as dignified a process as you can expect to find without having a third door on each side.
Not having a floor mounted console allows for front to rear walkthrough, too. Thoughtful hardware such as purse and bag hooks are sprinkled throughout the interior. Materials and finish are on par with current Nissan products, being quite good in many places, okay in others.
Of course, what modern minivan would be complete without offering a full complement of available power sliding doors, tailgate and seats with memory?
The well-equipped base 3.5 S even includes heated cloth seats in front, rare in any segment. It also offers the DVD video system as a factory option you won't find that on the base model Sienna or Odyssey.
Safety begins with the a forementioned capable chassis and brakes, standard intire pressure monitors and electronanny stability systems. But if those aren't enough to avoid a collision, variable force front air bags, front seatbelt pretensioners, threerow side curtain bags, optional front seat side impact bags and three point belts and adjustable head restraints at every position should offer you at least a fighting chance.
Built at a groundup new plant in Canton, Miss., the Quest looks set to take a bite out of the oxymoronish "large compact van" market with an expected entry price in the low $30,000, and topping out at slightly less than $50,000 (fully loaded) when it arrives at dealers near the end of July.
It imparts about as much style as the basic shape requirements of a minivan will allow, doesn't look nearly as big as it is and can honestly claim to share some 35 0Z DNA. Nissan's sales projections are 8,000 to 10,000 per year. Could that be pessimistic?
The Quest drives well, ties the current class leaders for features and power, and even brings some new tricks to the party. Given the Canadian car market's affinity for minivans, it could be a messy fight.
Brian Early, a freelance journalist (bandb.early@sympatico.ca), prepared this report based on sessions arranged and paid for by the automaker.