Nissan 300ZX 1990 001

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

Nostalgia for 1990s Japanese sports cars is driving up demand and, of course, prices. A little over 5 years ago it was still possible to get your hands on vehicles like the Acura NSX, the Toyota Supra or the Mazda RX-7 at a reasonable price point, values for those models have since skyrocketed to unattainable status.

However, some iconic Japanese sports cars from that era haven’t yet fallen victim to such a phenomenon. The second-generation Nissan 300ZX (code-named Z32), sold here in Canada between 1990 and 1996, is a perfect example of this. While values are climbing, they’re nowhere near the ones of its main Japanese rivals. Why is that?

Because I was curious to find out, and because I have always adored that generation of the 300ZX, a car with which I associate several positive childhood memories, I set out to buy one for myself.

Japan’s Moment

Before I dig into my experience shopping for and buying a 300ZX, allow me to refresh your memory on what this car is and why it’s so important.

By the end of the 1980s, the entire automotive industry was undergoing an important shift. After years of strict emissions regulations and underwhelming performance, it seemed automakers had finally cracked the code as to how to extract horsepower and torque from their internal combustion engines.

The Japanese carmakers, notably, came out of the 1980s much stronger than when they had entered it, powered by a booming economy and a manufacturing sector that had more than doubled in size. Japan’s technological movement was spearheaded by fast-paced research and development. Such a furious industrial might pushed the Japanese carmakers to express their engineering knowhow through halo sports cars, each boasting the latest in go-fast hardware.

It's from that era that came what is regarded today by some as the “super” Japanese sports cars. Mazda had the lightweight, twin-turbo rotary-powered RX-7. Toyota brought over the almighty Supra and Honda unleashed the overachieving NSX. While Canadians never got the Mitsubishi 3000GT, its twin sister wearing a sexier name, the Dodge Stealth R/T Twin Turbo, made just as many ripples.

<img class="aligncenter size-full wp-image-176956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Z_Z32_1992_01-source-scaled.jpg" alt="Factory Nissan 300 ZX 32" width="2560" height="1707" />
“The World’s Best Sports Car”

But while Nissan never officially sold its Skyline GT-R flagship sports car in our market until 2008, it had another ace up its sleeve for the US and Canada. That car was the second-generation 300ZX, sports coupe that, during its development, was given the goal of becoming the “world’s best sports car”.

Perhaps that was the kind of mindset Nissan needed to get its iconic Z car back on the world stage. You see, the first 300ZX, the one sold here from 1983 to 1989, was accused of having lost its way. Critics slammed it for being too big, too heavy, and too soft, further distancing itself from the Datsun 240Z original. Since it was now facing a market invaded by stiff homeland competition, Nissan desperately needed to reset the Z nameplate.

For the new car, Nissan gave considerably more freedom to its designers and engineers. It even increased its budget to equip its designers with better tools, such as the Cray-2 supercomputer, an innovation during its time. The Z32 was one of the first mass-production automobiles to have entirely been designed on a computer.

Such devotion from Nissan resulted in a sports car that was a lot more focused and in tune with the new realities of the 1990s. It was sleeker, rounder, and flatter, boasting a 0.31 drag coefficient and making it one of the most streamlined sports cars of its era.

It was also gorgeous. To this day, I still find the second-generation 300ZX to be one of the most beautiful sports cars to have ever come out of Japan. It’s so pretty, that Lamborghini borrowed its headlights for the Diablo. It’s also worth noting that today’s Z car draws its taillight design inspiration from the Z32.

Nissan also focused on the car’s driving experience. Out of the box, the car came standard with independent suspension at all four corners, four-wheel disc brakes with ABS and a standard limited-slip rear differential.

All Versions Rocked

In all its forms, the 300ZX was a true sports car. Base cars were powered by a considerably overhauled version of Nissan’s VG30DE dual-overhead cam, 24-valve 3.0-liter V6 engine. But it was a lot different than its predecessor thanks to an all-new variable valve timing system, as well as a two-way air intake system, one for each head. The entire exhaust system had been retuned and the engine ran on a new type of ECU.

The result was 222 horsepower – 25 more than the turbocharged version of its predecessor - and 198 lb-ft of torque, all while maintaining a similar curb weight. All cars were real-wheel drive and came standard with a 5-speed manual transmission, while a 4-speed automatic was also available as optional equipment.

<img class="aligncenter size-full wp-image-176957" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/36756-scaled.jpg" alt="Nissan Fairlady Z" width="2560" height="1606" />

Of course, one can’t talk about the Z32 without mentioning the almighty Twin Turbo model. Thanks to a pair of Garrett turbochargers and twin intercoolers, horsepower rose to an even 300 (283 for automatic cars), while torque was rated at 286 lb-ft. The 300ZX TT also came with adaptive suspension, rear-wheel steering, beefier brakes, and wider rear wheels and tires.

Most examples sold here came fitted with removable roof panels. Some non-turbo cars did come with a solid roof Nissan called a slicktop, but very few of those were sold in Canada. A convertible was added to the lineup in 1993, while a longer, stretched version of the 300ZX called the 2+2 added a pair of extra seats in the rear.

Values Explained

If the Z32 was such an important car, then why are values on the classic car market lower than those of its direct Japanese rivals? Simply put, the Japanese sports car market during the 1990s offered better alternatives.

While it was plenty quick and agile, the 300ZX had a reputation for being heavy and complicated. Critics put it more in the grand touring category. It was also expensive, less reliable and its drivetrain was complex.

While it’s true that the 3.0-liter V6 is a solid unit, the engine bay itself is very cramped, making it a nightmare for mechanics. That engine also runs with a timing belt, not a chain, meaning the belt must be serviced every 100,000 km or every 4 years. And it’s one heck of a job to change. Furthermore, TT models have garnered a reputation for overheating, and they are hard to diagnose.

A Classic Will Always be a Classic

Albeit all that, there’s no denying the 300ZX’s status as a classic car. This is why values for well-kept examples have nonetheless begun appreciating in recent years. <a href="https://www.hagerty.com/media/car-profiles/1990-96-nissan-300zx-getting-hot/">Some classic car experts agree</a> that the reason for this sudden spike in demand is due to deep nostalgia for anything built during the 1990s.

So, although the 300ZX had its share of flaws, it still ranks among an exclusive category of cars. And since NSXs, Supras and RX-7s are now out of reach, many are flocking towards the more affordable 300ZX.

Twin Turbo models with a five-speed manual are the rarest and the most sought after, with values for clean ones ranging anywhere between $20,000 and $30,000 depending on condition and mileage.

The value of non-turbo 2+0 models also recently underwent a spike, now valued anywhere between $15,000 and $25,000. Below that, you’ll find 2+0 non-turbos with an automatic transmission, followed by the convertible. At the bottom of the evaluation spectrum sits the 2+2. Automatic cars tend to hang anywhere between $8,000 and $12,000, while some well-kept 2+2 manuals will knock at the door of $15,000.

Many argue that the 1990 model year is the most sought after because it marks the beginning of the entire generation, but also because the cars had no badging on the front bumper. They also had no airbag, yielding a smaller, sportier steering wheel. Early cars also ran on the simpler and more reliable OBD-1 electronics architecture.

Finding a Good One

Finding a Nissan 300ZX on any popular marketplace site isn’t all too hard. What’s difficult is spotting a good 300ZX.

There are several reasons for this. First, the production run for the cars was limited, especially for the Canadian market. Nissan only shipped 2,830 examples this way during its 7-year run.

Then there’s age. Even the most recent 300ZX is 27 years old. That, along with the fact that many of these cars have been neglected or involved in accidents, has driven down the number of available candidates.

Finally, there’s a phenomenon I like to call the “Fast and the Furious” era. In the early 2000s, when Fast and the Furious hit the big screens, street racing and tuning, especially with Japanese sports cars, was flourishing. The 300ZX was a popular target for these kinds of activities.

This all means that when shopping around, you’ll typically find relics of that era. Cars fitted with aftermarket body kits, headlights, taillights, spoilers, or modified audio systems are common. Salvaged cars are also frequent, so are resprays and US imports. Add to that a strong wave of right-hand drive imports from Japan in recent times, and the availability of an original, Canadian-market example has become slim.

The Black One on Marketplace

I found my car through an ad on Facebook Marketplace. While not twin-turbocharged, the near-mint black-on-black 1990 300ZX caught my attention due to its clean title and Canadian-market status. It was also a 2+0 with a manual transmission and only 124,000 kilometers on the odometer. The car had always been garaged kept, never winter driven and the owner mentioned a fresh new paint job in the ad, done by him since he owned his own body shop. He was asking $16,500.

<img class="aligncenter size-full wp-image-176942" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-002.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

Excited to have finally found a good 300ZX after weeks of searching, I immediately messaged the seller. I offered him a $1,000 refundable deposit if he took down his ad to give me time to see it. He gladly accepted.

A few days later and after scanning the clean Carfax report, there I was standing inside a body shop in Quebec’s Beauce region, admiring a car that I remember lusting over as a kid. The moment I laid eyes on its low, flat wedge shape and flat seal beam headlights, I immediately remembered the times dad and I would drool over a 300ZX during the 1990s. The car hasn’t aged one bit. If anything, it looks even better than back in the day due to how new automobiles appear so massive and blocky next to this.

<img class="aligncenter size-full wp-image-176946" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-006.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

Except for some minor details, like a ripped leather driver’s seat, a growling differential due to improper care and a minor leak from a failed power steering hose, the car checked out. I figured this was the best I could find for my budget. Since the car needed a few repairs, I bargained the price down to $15,000, including the car’s original set of wheels.

Since then, I’ve flushed out most fluids, including what was in the differential and I’ve replaced the broken power steering hose. The car will eventually need a new differential, but otherwise, my 300ZX runs and drives great and I never shy out to taking it out for long drives.

<img class="aligncenter size-full wp-image-176947" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/Nissan-300ZX-1990-007.jpg" alt="1990 Nissan 300ZX" width="2000" height="1125" />

What my experience with the car has taught me so far, driving it, fiddling with it, and joining online communities, is that non-turbo Z32s are considerably more reliable and easier to work on than the TT. However, if you’re interested in these cars, know that parts are hard to find and that they can at times be expensive, or worse, discontinued! Thankfully, the rising appreciation and respect for these cars means there’s a lot of support out there to help you keep the car alive and strong for many years to come.

I just bought a 1990s Nissan 300ZX and here’s what I learned

2023 Nissan Rogue Platinum AWD_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

Year over year, in good times and bad, Nissan can count on the Rogue SUV sitting atop the company's sales charts.

Nissan has been swimming in rough seas since 2019, racking up year-over-year sales declines that are startling to say the least, but the Rogue has persevered. It is still Nissan’s bestselling nameplate, logging just over 20,000 units sold in Canada in 2022, a 32 percent decline versus 2021, but still about 7,000 clear of the <a href="https://www.wheels.ca/reviews/2022-nissan-kicks-sr-review">second-place Kicks</a>.

It’s still early, but the Rogue has fared better in 2023, with first-quarter sales (through March 31) of 5,918 which marks a 27 percent increase over the same period last year.

The third generation (T33) Rogue debuted three years ago and went on sale as a 2021 model in late 2020. It’s built in Smyrna, Tennessee on the Renault-Nissan Alliance CMF-CD platform shared with several vehicles including the Mitsubishi Outlander.

<img class="aligncenter size-full wp-image-176586" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_engine-compartment-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

For the 2022 model year, Nissan Canada introduced a variable-compression 1.5-litre turbocharged three-cylinder engine (201 hp / 225 lb-ft.) for all grades except the base model, which is still powered by a 2.5-litre naturally aspirated 4-cylinder (181 hp / 181 lb-ft.). Both engines come standard with Nissan’s Xtronic CVT and all-wheel drive. Currently, there are no electrified Rogue models available.

Five trims are offered in Canada: S, SV, Midnight Edition, SL, and Platinum which range in price from $35,998 to $46,498, including freight.

For this review, Nissan Canada loaned me a range-topping Platinum tester finished in two-tone Champagne Silver ($630 paint charge) with a Graphite Semi-Aniline leather interior. Key standard features include LED headlights, taillights, and daytime running lights, 19-inch aluminum alloy wheels, 12.3-inch digital dashboard, wireless Apple CarPlay and Android Auto, heated front, and rear outboard seats and more.

<img class="aligncenter size-full wp-image-176589" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_side-profile-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

The Rogue has a square-ish, vaguely robotic appearance, with a boxy, upright profile. In most respects, it looks nothing like the car it replaced. Sure, the V-motion grille remains, but thin wedge LED daytime runners and separate LED headlights are nothing like the array found on the second gen Rogue.

Nope, this Rogue feels much more high-tech. Its crisp lines give the car a chiselled and sleek appearance, that belie its SUV proportions. The Rogue is big for its class but doesn’t look bulky. The floating black roof, black mirror caps and large 19-inch alloy wheels are assets in that regard.

On the inside, the Rogue sports a clean and modern cabin layout that leaves everything where one might expect to find it, and with trim finishes that are commensurate with a $45K-plus vehicle. Its touch points are varied and pleasing to interact with, its dashboard has a pleasing bend to it with detail stitching in the upper pad, and the console is free of clutter.

<img class="aligncenter size-full wp-image-176592" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_dashboard-centre-console-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

As for the tech offering, the 9-inch multimedia display’s graphics are old and grainy, but its user interface is straightforward, due mainly to the presence of shortcut keys, and large volume and tune knobs. The piano black climate keys and knobs located below the screen are also delightfully easy to use, while the presence of USB-A and USB-C connectors in the centre console is another thoughtful touch.

The standout here, though, is the 12.3-inch digital instrument cluster display, which offers a high degree of screen configurations, liquid-smooth animations, and reams of information that is logically arranged. It’s not the most dazzling I’ve encountered, but it nicely balances content and presentation.

As for utility, the Rogue is a five-seater, with 60/40 split-folding rear seatbacks with centre cup holder armrest, two USB charge ports (A and C), and temperature switch.

The Rogue’s roofline is tall and almost flat so rear seat head space is generous, while knee, hip and shoulder space are also quite good. Overall cargo volume is rated at 1,072 litres when rear seat backs are up, and 2,064 litres when they’re folded down. Maximum towing is strictly for bikes and small trailers, however, as it’s rated at just 1,500 pounds (680 kg).

<img class="aligncenter size-full wp-image-176594" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_intrument-cluster-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

Sliding behind the wheel, I am impressed with the Rogue’s seating position, for both comfort and adjustability, and outward visibility is good in all directions due to the car’s large greenhouse. Exterior styling can intrude on visibility with sloping rooflines and tiny rear windows, but that’s not the case here.

As for the drive, it proved to be quite comfortable, both in town and on the highway. I logged more highway mileage than usual due to a family gathering that required a trip from Oshawa to Collingwood and back, and the Rogue Platinum proved to be a pleasant cruiser.

Despite its small size, the 1.5L three-cylinder turbo was to be quite zippy. Peak torque (225 lb-ft.), which is class-leading among gas engines, begins at just 2,800 rpm, which gets the Rogue up to speed quickly, regardless of drive mode. The engine’s variable compression ratio (8.0-14.0), adjusting on the fly to deliver greater performance or efficiency, is also a key factor. Low compression is better for performance, and high is good for efficiency. As for my experience, I averaged 7.3 L / 100 km during my week of driving.

<img class="aligncenter size-full wp-image-176588" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/2023-Nissan-Rogue-Platinum-AWD_rear-3-4-profile-scaled.jpg" alt="2023 Nissan Rogue Platinum" width="2560" height="1440" />

Elsewhere, Nissan’s Xtronic CVT and Intelligent All-Wheel Drive system worked well in concert with the three-banger. I’m generally not a fan of CVTs, but this one is mostly fine. It can feel artificial at times, when it lets the engine spin seemingly without end under hard acceleration, but it’s generally liveable. Modulating it with the throttle and drive mode selector is hit and miss, but one can adjust to it over time.

The AWD system is of the on-demand variety, which means it can send torque to the rear wheels in slippery conditions, but the Rogue is front-wheel drive in most driving situations. During my drive, which was mostly in dry conditions, it performed imperceptibly.

The turbo engine can be a bit noisy under load, but on long highway drives like my family visit, the cabin was well hushed. On the handling front, the Rogue feels quite planted for a vehicle not built for pinpoint maneuverability. For a SUV in normal driving conditions, which is all I experienced, it was good with responsive steering and good body control.

Overall, the Rogue is an impressive option in the hyper-competitive compact SUV segment. It packs a good deal of performance, content, capability, and safety into a reasonably priced package. The lack of an electrified option will undoubtedly turn some off, but the three-cylinder turbo’s combination of performance and efficiency is a standout in the segment.

2023 Nissan Rogue Platinum AWD

BODY STYLE: compact SUV
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 1.5-litre turbocharged 3-cylinder (201 hp / 225 lb-ft.)
FUEL ECONOMY: (Regular 87) 8.4 / 6.7 / 7.6 L / 100 km (city / highway / combined)
CARGO VOLUME: 2,064 / 1,072 litres (72.9 / 36.3 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,500 pounds (680 kg)
PRICE: $43,748 / $46,298 base /as tested, incl. freight, excl. taxes and fees
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Rogue Platinum AWD Review

news 6-19 (2)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

AJAC EcoRun awards Hyundai twice

Hyundai has won both of the Automobile Journalists Association of Canada's Green awards for 2023. The Hyundai Ioniq 6 EV was awarded the 2023 Canadian Green Car of the Year and the Ioniq 5 the 2023 Canadian Green Utility Vehicle of the Year, with the awards announced as part of the AJAC EcoRun event. The Ioniq 5 was also named overall AJAC Canadian Utility Vehicle of the Year at the Toronto auto show earlier this year. The Canadian Green Car awards look at efficiency, customer appeal, and the overall greenness of each eligible vehicle, and are voted on by many of Canada's top automotive journalists.

Refreshed Nissan Sentra

<img class="aligncenter size-full wp-image-176579" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-19-6.jpg" alt="2024 Nissan Sentra" width="2500" height="1667" />

Nissan is refreshing the Sentra for 2024 with a new face and headlights as well as a new transmission. The styling changes transform the car's nose, but the majority of the sheet metal is unchanged. SR models get a new interior accent stitch that matches Nissan's own Frontier PRO-4X pickups. The 149 hp 2.0L four gets a new CVT that Nissan says reduces fuel consumption and operates more smoothly than the old one. The engine also adds idle stop-start to save some more fuel. A six-speed stick remains on the list for base and SR-spec cars. Nissan Safety Shield 360 is also now standard, giving the car plenty of standard advanced driver assists. Expect pricing in a few months as the 2024 Sentra arrives at dealers.

Buick Envision will get Super Cruise

<img class="aligncenter size-full wp-image-176578" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-19-5.jpg" alt="Buick Envision" width="2500" height="1668" />

Buick previewed the 2024 Envision. The compact crossover gets new styling taken from the Wildcat EV concept that brings it in line with the latest Encore models. The 2024 Buick Envision will also have new interior screens, with a bezel-free design integrating the dash and centre screen. The most notable change, though, is the addition of Super Cruise. This is the first time for the hands-off driver assistance feature to be offered on a Buick model. Buick said to expect the new Envision in the spring, with pricing to follow.

Brightdrop EV vans delivered to FedEx Canada

<img class="aligncenter size-full wp-image-176574" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-19-1.jpg" alt="Fed EX Brightdrop" width="2500" height="1408" />

Brightdrop, the GM EV delivery vehicle brand that is being built at the company's plant in Ingersoll, ON, has just seen its first deliveries in Canada. 50 of the Brightdrop Zevo 600 electric vans were delivered to FedEx Canada at an event held in Toronto. The vehicles will go into service in Toronto, Montreal, and Surrey. The parcel delivery service said that it is working to have a zero local emissions fleet by 2040.

2024 Polestar 2 pricing

<img class="aligncenter size-full wp-image-176576" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-19-3.jpg" alt="2024 Polestar 2" width="2500" height="1406" />

Polestar has announced pricing for the 2024 version of its Polestar 2 EV. The new long-range single-motor variants will start from $54,950, which qualifies the model for EV incentives across the county. The new model has a max range of 515 km and makes 299 hp from its rear-mounted motor. The Dual Motor AWD model has a 444 km estimated range and will start from $62,950. The 2024 Polestar 2 is set to begin deliveries this August.

Cadillac Lyriq adds more trim levels

<img class="aligncenter size-full wp-image-176577" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/news-6-19-4.jpg" alt="2024 Cadillac Lyriq" width="2500" height="1667" />

Cadillac has quietly posted the 2024 Lyriq to its build and price page, adding more trim grades to the electric luxury crossover. Tech 1 RWD is the base model, starting from $66,699, and rear-drive models are offered up to Sport 3 and Luxury 3 which both start from $81,199. AWD is also offered on all grades, adding $4,000 to the RWD price. Estimated range for the RWD model is up to 505 km, and 494 km for dual-motor variants.

News Roundup: Hyundai Wins AJAC Green Awards, First Canadian Brightdrop Deliveries, More

2023 Nissan Pathfinder Rock Creek_front 3-4 profile

When it comes to original SUVs, there are few that are more OG than the Nissan Pathfinder.

First introduced way back in 1986, the Pathfinder is not only Nissan’s first SUV, but it’s one of the oldest utilities in continuous production on the market today.

And while it’s come a long way since its body-on-frame, built on the Hardbody compact pick-up platform of its rough and ready heyday, the Pathfinder exhibits many of the same characteristics as its 1980s forebears. In fact, Rock Creek, which is a new Pathfinder grade for 2023, bears a strong resemblance to its ancestors. More on that shortly. First a primer on the Pathfinder as it exists in 2023.

The current fifth-generation R53 model was all-new in 2021 and is built on Nissan’s D platform which is shared with its corporate cousin, the Infiniti QX60. Both vehicles are built at the company’s sprawling assembly plant in Smyrna, Tennessee.

<img class="aligncenter size-full wp-image-175951" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_engine-compartment-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

All Pathfinders are powered by Nissan’s 3.5-litre double-overhead cam V6 that produces 284 horsepower and 259 lb-ft. of torque, which is paired with a nine-speed automatic transmission and standard four-wheel drive (4WD). Six grades are available for Canada: S, SV, Rock Creek, SL, SL Premium, and Platinum.

Now if you figured that Rock Creek is Nissan code for off-road, you’re right on the money. While it’s not in Jeep or Toyota TRD rock-crawling territory, the Pathfinder Rock Creek is more suited to the rough stuff than other SUVs designed primarily for pavement duty.

Standard kit for the Pathfinder Rock Creek includes an off-road tuned suspension with a 16 mm (5/8- inch) lift, 18-inch beadlock-style wheels wrapped in 265/60R18 all-terrain tires, a tubular roof rack with 100 kg (220-pound) load capacity, and Intelligent Around View Monitor with Off-Road mode.

<img class="aligncenter size-full wp-image-175953" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_front-fender-wheel-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

Cosmetic additions include model-specific front fascia with dark V-motion grille and mesh insert, Rock Creek badging, leatherette and fabric seats with Rock Creek embroidery, and orange contrast stitching (seats, steering wheel, instrument panel, and door panels).

Other standard equipment with the Pathfinder Rock Creek includes LED headlights and taillights, heated front seats, heated leather steering wheel, heated outside mirrors, 10-way power driver’s seat, ProPILOT Assist, 8-inch multimedia display, wired Apple CarPlay / Android Auto and more.

Of note, the tester Nissan Canada loaned me for this review comes with no optional equipment apart from a $300 paint charge for its Baja Storm exterior finish.

From an appearance perspective, the off-road kit the Pathfinder Rock Creek is outfitted with exudes a ruggedly handsome, yet capable vibe. When I first drove the fifth-gen<a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-nissan-pathfinder"> Pathfinder</a> in 2021 I thought that its boxier, more upright proportions and 1980s call-backs (three-slot grille, blister fenders, diagonal C-pillar) were a welcome departure from its rather anonymous predecessor, and that feeling grew as I spent time in the Rock Creek.

<img class="aligncenter size-full wp-image-175950" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_dashboard-centre-console-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

This Pathfinder looks like it really wants to get away, preferably to a place where there aren’t any paved roads. While it is also available in Obsidian Green Pearl ($300), Glacier White and two-tone Baja Storm/Super Black Metallic ($950), I think Baja Storm suits the Rock Creek aesthetic best.

On the inside, the Rock Creek’s spacious cabin is well-equipped with an attractive and straightforward layout that puts everything within easy reach of both driver and passengers. Its finishes, including leatherette seating trim, are nice to look at and pleasing to interact with, as are the other plastics and soft-touch surfaces that line my tester’s console, dashboard, and door trims. Much like its exterior design, I was impressed with the design and functionality of the Pathfinder’s cabin when I first encountered it, and my feelings haven’t changed. It’s one of the best in its segment, in my view.

As for content, because it lands exactly in the middle of the Pathfinder range, the Rock Creek is well stocked, but it isn’t loaded, per se. If one is in search of items such as leather seating, heated second-row seats, a wireless charge pad and wireless Apple CarPlay or Android Auto, they’re not available on the Rock Creek.

<img class="aligncenter size-full wp-image-175956" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/2023-Nissan-Pathfinder-Rock-Creek_rear-3-4-profile-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

However, all of these, except for wireless Apple CarPlay and Android Auto, can be had on Pathfinder grades above Rock Creek.

Space, comfort, and utility are strong suits for the Pathfinder generally, and they remain so with Rock Creek. With a 6,000-pound towing capacity and up to 2,280 litres of cargo space with second and third row seats folded flat, plus seating for up to eight, Rock Creek offers just as much practicality as other Pathfinder grades. Third-row seating remains tight for adults, but getting back there is relatively easy.

On the road, the Pathfinder Rock Creek delivers robust performance that can be enhanced when its 3.5-litre V6 is running on premium fuel. On 91 octane, the V6 produces 295 hp and 270 lb-ft., an increase of 11 hp and 11 lb-ft., respectively.

Even without splurging for pricier gas, the V6 delivers strong acceleration and hauls the 2,089 kg (4,605-pound) Rock Creek with plenty of zip, at least as far as a three-row, eight-passenger SUV is concerned. Handling in everyday driving situations feels responsive with direct steering and a stiff body structure that rides quietly and doesn’t become floaty or willowy over rougher tarmac.

One aspect that I really love, as I noted in 2021, is Nissan’s decision to ditch the CVT from the outgoing Pathfinder and replace it with a traditional automatic transmission. The nine-speed gearbox used in the current Pathfinder delivers quicker acceleration, more precise shifts, better fuel efficiency, and is much easier to modulate with the accelerator pedal than the whiney, rubber-banding CVT of old. Once again, I commend Nissan for doing the right thing for Pathfinder customers.

A few caveats before wrapping up here. First, a lack of time, unfortunately, prevented me from testing the Rock Creek off-road, and two, because I drove it in mid-winter, my tester wasn’t equipped with all-terrain tires which diminished my interest in taking it off-road.

<img class="aligncenter size-full wp-image-175959" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/IMG_E0518-scaled.jpg" alt="2023 Nissan Pathfinder" width="2560" height="1440" />

The next time I drive one, however, I’ll be sure to pick a warmer spot in the calendar for some off-roading fun. With that said, my test coincided with some snow-covered roads, which the Rock Creek’s 4WD, snow mode setting, and Michelin winter tires handled with ease.

My notes reveal few complaints. Do I wish the Rock Creek came with wireless CarPlay and a wireless smartphone charger? Yes, and ventilated seats would be nice to have also, but the absence of these items are not deal-breakers, and they’re not the focus of Rock Creek, besides. Off-roading is the appeal here, not modern automotive conveniences.

Overall, I think the Pathfinder Rock Creek should find a lot of favour with shoppers in the mid-size SUV segment, who may not be off-road enthusiasts, but perhaps own a cottage, or tow a trailer or a boat, and are looking for a vehicle that can handle moderate dirt roads and trails.

The Pathfinder may be approaching 40, but with the addition of Rock Creek, the rugged, go (almost) anywhere attitude of its youth is very much alive.
<h3>2023 Nissan Pathfinder Rock Creek</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, four-wheel drive, 9-speed automatic
ENGINE: 3.5-litre V6 (284 hp / 259 lb-ft.; 295 hp / 270 lb-ft. w/ premium fuel)
FUEL ECONOMY: (Regular 87) 11.9 / 10.0 / 11.1 L / 100 km (city/highway / combined)
CARGO VOLUME: 2,280 / 1,274 / 470 litres (80.5 / 45 / 16.6 cu ft.) (behind first/second/row third row)
MAXIMUM TOWING: 6,000 pounds (2,722 kg)
PRICE: $51,998 / $54,218 base /as tested, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

2023 Nissan Pathfinder Rock Creek Review

Sentra front

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

Believe it or not, there are still options in the Canadian marketplace for customers seeking a compact sedan with a manual transmission. A type of rig which was once very common on our roads – Cavalier, Focus, Sunfire, et al – these affordable row-yer-own cars (not crossovers, cars) have now either vanished or lost their manual transmission option.

Nissan holds the course. In fact, the Sentra recently received a makeover, earning a front fascia which drags it in line with the rest of its family, making it appear a lot more expensive than its $20,548 price tag may imply. For that sum, shoppers will find a 2.0L four-banger making 149 horsepower and roughly a like amount of torque. The car is front-wheel drive, of course, but sprouting between its two front seats is a six-speed manual transmission just like nature intended.

<img class="aligncenter size-full wp-image-175673" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-int.png" alt="2023 Nissan Sentra" width="2400" height="1104" />

The base S trim is only available in three shades – Super Black or Fresh Powder are $0 options while Gun Metallic costs $135 extra. Stick with the noir and save some simoleons. Those are steel wheels with old-school hubcaps, though the 16-inch rubber will keep a lid on replacement costs. Active grille shutters up front do their part for fuel economy (6.2 L/100km highway) and the body-colour power sideview mirrors are heated.

Inside, we hope you like black cloth upholstery because that’s the only choice. That’s not a bad thing, since it lends a sharp appearance to the place, though one should expect a decent amount of dashboard plastic at this price. Air conditioning is standard, along with the likes of power windows and keyless entry. Hooray for economies of scale. The steering wheel tilts and telescopes, the driver’s seat moves six ways, and front passengers get heated chairs. In other words, this is not the penalty box of yore.

A small display wedged between its speedometer and rev counter does the trick for showing the driver important messages, while a 7-inch touchscreen does duty for infotainment. The latter may be underwhelming since some smartphones are now approaching that dimension. Still, one cannot argue with the presence of Apple CarPlay / Android Auto in a car priced just over 20 grand, though it surely wouldn’t kill Nissan to place more than a single USB port in this cabin. Cruise control, lane departure warning, and blind spot monitoring round out the safety kit – features for which one must pay extra on some more expensive car.

<img class="aligncenter size-full wp-image-175674" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Sentra-rear.png" alt="2023 Nissan Sentra" width="1200" height="675" />

What We'd Choose

Folks toiling in the Wheels office enjoy a manual transmission, explaining why we’re pleased Nissan still offers this drivetrain combo in an entry-level trim. Shelling out an extra $4,400 brings the SR trim with a stick, offering no extra power but upping the ante with rear disc brakes and intelligent cruise control. Also on the SR are dual-zone climate control, a heated leather-wrapped wheel, better gauges, and a larger infotainment screen. The SR can also be had in entertaining colours like Electric Blue or Monarch Orange with a black roof, the latter of which makes the Sentra look very much like big-bro Altima.

This is tempting, though adding 20 percent to a car’s bottom line is not to be trifled at this price point. However, keep an eye on interest rates since base trims are sometimes excluded from subvented rates or incentives, making the monthly payment on a more expensive car not much more than an entry-level model even though the total amount financed is higher. As this is written, rates are equal for S and SR on the Sentra, leading us to recommend the S with its healthy level of standard equipment. If good-old-days of 0% ever return on SR, we’d flip that endorsement.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2023 Nissan Sentra

Ariya AWD beauty waves

With over two decades as a member of the Automobile Journalists Association of Canada (AJAC), Michael Bettencourt has been writing about cars and automotive topics for over 25 years. A journalism graduate of Ryerson University, he has won multiple awards for automotive photography, vehicle testing, plus EV and green topics, and has owned various EVs since 2011.

Sonoma, CA – In the sports world, there’s a common saying: “the best ability is availability,” and while the front-wheel drive 2023 Nissan Ariya EV started trickling into Canada by the end of 2022, Nissan has admitted that there have been various delays with Ariya production. But company officials at the launch event of this here 2023 Nissan Ariya e-4orce (all-wheel drive) version insist this more popular AWD version is still on track to arrive at Nissan dealers in early spring – so basically now, or imminently.

Ariya production and therefore availability will ramp up in the coming months and years, officials here confirmed and will be available in all provinces with EV-certified dealers. Nissan estimates the number currently at roughly 60 percent of its Canadian dealers, a figure set to increase with this AWD, battery-electric (BEV) compact crossover that enters a hot market with lots of demand.

But this launch of the Ariya e-4orce version is not just the addition of an all-wheel drive option, but it adds two different levels of power to the Ariya, depending on battery choice, as well as sophisticated comfort and handling upgrades over front-wheel drive versions.

<img class="aligncenter size-full wp-image-175313" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-front.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="699" />

The least expensive Ariya (FWD, standard 63 kWh battery) starts at roughly $53,000 and offers 214 hp. The Ariya e-4orce (pronounced E-Force) with that same battery jumps up to 335 hp, and almost doubles in torque, to 413 lb-ft of silent and refined oomph. The Ariya e-4orce starts at $60,598, and is also available with a larger 87 kWh battery (91 kWh gross), pumping up the power even more, to 389 hp, and 442 lb-ft of torque.

Our pre-production top-line AWD tester came with the 87 kWh battery. It was a U.S. spec model and similar to the Platinum+ trim level which we’ll get here that comes fully loaded with all options at an as tested price of $69,198, before a $2,085 freight fee. Or right around the starting price of a base Tesla Model Y Long Range, which comes with all-wheel drive standard, at the moment.

These Ariya e-Force power figures put it right near the front of its family AWD BEV class, though still behind that base Model Y. Acceleration is a major jump up with all that extra power, not surprisingly, with the e-Force extended battery model doing the 0-100 km/h dash in just 5.1 seconds, versus 7.6 seconds for the FWD model with the same battery.

Range is a slightly different story, since AWD cuts into it. The 87 kWh e-4orce comes in at an estimated range of 428 km, versus 490 for an equivalent FWD model. Top models here feature 19-inch wheels all around, which will provide a slight range improvement over the 20s offered in the U.S. in top trims.

<img class="aligncenter size-full wp-image-175310" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-charger-spot-awakward.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

Official 2023 Ariya fuel economy figures including range from Natural Resources Canada aren’t available yet, strangely not even for front-wheel drive models, so it’ll be important to test these estimated figures in true Canadian temperatures and conditions once they hit our shores.

But judging from all the technology underhood – sorry, no frunk in the Ariya – both cold and warm conditions have been impressively addressed. Importantly, the Ariya offers a standard heat pump to improve cold weather range, and a battery pre-conditioning system to help DC quick charge the Ariya faster. There’s also a liquid cooling system for the battery that will help with thermal management after a few DC quick charges on long drives – lessons all clearly learned from the Leaf, which debuted in 2011 without any of these items.

Still different compared to even the current Leaf is that the Ariya uses the CCS charging standard for DC quick charging, which charges faster and located in many more places than the Leaf’s CHAdeMO system. It’s another nail in CHAdeMO’s coffin, at least here in North America, where both Kia and now Nissan with the Ariya have switched to CCS in their latest products.

Being able to DC quick charge multiple times in the Ariya on longer drives is a positive, and an advantage over the <a href="https://www.wheels.ca/reviews/2023-toyota-bz4x-first-drive">Toyota</a>/<a href="https://www.wheels.ca/reviews/2023-subaru-solterra-first-drive">Subaru</a> EV twins that don’t recommend DC charging more than twice per day. But it may take a little longer than usual because a) the Ariya features some of the largest batteries in its class, and b) some of the slowest DC charging speeds, with a max of 130 kW. Nissan says that a 20 to 80 percent charge will take 35 minutes in the smaller battery Ariya, and 40 minutes with the larger pack, whether e-4orce or FWD.

Granted, the vast majority of current EV owners charge at home overnight, some of those just using a standard wall outlet to sip as many electrons as possible, but most are using a Level 2 home charger at 240-volts (often called a Level 2 EVSE, or more commonly just an L2). The Nissan’s 7.2 kW onboard charger is on the slow side too, and if you ever manage to roll into your garage with a 0 percent charge, Nissan says it’ll take roughly 14 hours to charge it back up to 100 percent.

These are all important considerations on the EV side of owning an Ariya, but Nissan’s stylish new EV does well on the more traditional and emotional side of SUV ownership too.

<img class="aligncenter size-full wp-image-175315" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-rear-3q-beauty-14.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

It starts with the styling, as this Nissan stands out as a futuristic yet handsomely upscale all-electric offering. There’s an illuminated badge in front, and Land Rover-like looks around back, with painted black body accents along the lower body and roof that contrasted with our tester’s fiery red hue.

Sure, there may be a touch of style sacrificed at the altar of aerodynamics, but the Ariya is on my personal list of top-three best-looking electric SUVs. And without the headroom limitations inside of the Kia EV6 and the much pricier Jaguar i-Pace.

<img class="aligncenter size-full wp-image-175302" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-Nissan-ARIYA-Platinum-e-4ORCE-15.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1500" height="954" />

<img class="aligncenter size-full wp-image-175303" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/2023-Nissan-ARIYA-Platinum-e-4ORCE-17.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1500" height="1000" />

There’s a similarly stylish and futuristically luxurious interior to match, one that could be worthy of an Infiniti badge. Nissan’s zero gravity seats are standard and notably comfortable. The centre console and lower dash elements appear to be high-grain, low-gloss wood accents, until one notes integrated haptic buttons, so they’re almost totally flat to the eye, but just raised enough to feel by touch, with positive feedback to let you know they’ve been activated. Plus unlike on touchscreens, these buttons actually work with gloves!

There’s a powered sliding centre tray that smoothly slides in and out, and can be used as a laptop tray. The centre console that houses the Z-like shifter and cupholders can be powered back and forth, allowing the driver to tailor a perfect driving position. And the passenger receives powered memory seats on upper trims, unlike some rivals. There’s wireless Apple CarPlay, but Android Auto is wired.

Dimensionally, the Ariya may be roughly the size of a Rogue, but lines up more with the Murano for interior spaciousness, with cargo room landing in between. There’s plenty of leg and headroom for all passengers, along with standard outboard heated seats, heated steering wheel, and both types of USB ports in the front and rear.

<img class="aligncenter size-full wp-image-175312" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/Ariya-AWD-front-and-rear.jpg" alt="2023 Nissan ARIYA Platinum+ e-4ORCE" width="1280" height="720" />

On the road, while there’s no sub-four-second performance Ariya version to compete with the pricier GT versions of the EV6 and Mach-E, Nissan is justifiably proud of the handling upgrade provided by its e-4orce system, which is a full-time AWD system, and doesn’t turn off a motor at any point to increase efficiency. A quick pylon course on a Sonoma raceway parking lot demonstrated how the driver can feel grip and how power zips back to front, and left to right on both dry and wet portions of the course.

“There is roughly 10 times the speed of data coming in from the electric motors versus traditional mechanical systems, and can respond correspondingly quicker,” said Jim Mastronardi, the Ariya’s senior engineer in charge of dynamic performance

The e-4orce system also improves comfort, he said, as it syncs up the front and rear motors to automatically reduce pitch and dive from regeneration, which is great for kids prone to car sickness. This may disappoint some folks who may wish for true one-pedal driving, or at least more pronounced regeneration when accessing the e-Step button on the centre console, which slows you down, but not quickly, and not to a full stop.

Overall, the 2023 Nissan Ariya e-4orce stands out for its fine looks and interior appointments but gives up some charging speed and range to its competition. However, from the driver’s seat, the Ariya e-4orce with its advanced AWD system and refined interior is an excellent new addition to the rapidly growing EV market.
<h3>Nissan Ariya e-4orce Platinum+</h3>
BODY STYLE: Compact electric five-seat SUV

DRIVE METHOD: Front-motor, all-wheel-drive, 1-speed automatic transmission

POWERTRAIN: Dual-motor, extended 87 kWh battery (389 hp, 442 lb-ft)

FUEL ECONOMY/RANGE: 4.8 km/kWh (observed) / 428 km

CARGO VOLUME: (check) 646 litres (22.8 cu-ft); Seats down: 1,691 litres (59.7 cu-ft)

TOW RATING: (check)

PRICE: $62,685 (standard battery e-4ORCE)/as tested $71,293 (Platinum+ e-4ORCE, not including taxes and fees) (check if options)

WEBSITE: <a href="http://www.nissan.ca/">http://www.nissan.ca/</a>

2023 Nissan Ariya e-4orce First Drive Review

2023 Nissan Murano_front 3-4 profile

So, what’s new with the 2023 Nissan Murano?

Well, there’s a new Nissan badge, which has been deployed throughout the Murano’s cabin and exterior. That’s it.

I’m not trying to be funny here – I scoured the press kit Nissan Canada issued for the mid-size Murano SUV and the badge is the only new item mentioned for 2023.

Now, to be fair, the current third-gen Nissan Murano has been on the road since 2015, and once a car turns eight years old, its lifecycle is almost done. Nissan has yet to confirm, but the introduction of an all-new Murano happening sometime this year feels like a safe bet.

<img class="aligncenter size-full wp-image-174668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_side-profile-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

At any rate, the Murano’s last major update, which brought new front and rear fascias, along with new seating and interior trim materials, was rolled out in 2019. Since then, it has received some content updates, such as the addition of more active safety features (emergency front braking with pedestrian detection, rear automatic braking, blind spot warning, lane departure warning and more), which are packaged together under Nissan’s Safety Shield 360 banner. This equipment is standard across the Murano range.

So, with its context established, let’s dive into the 2023 Nissan Murano.

Built on Nissan’s D platform, which also underpins the <a href="https://www.wheels.ca/vehicle-reviews/2020-nissan-altima-vs-2020-nissan-murano-whats-the-better-road-trip-vehicle">Altima</a> and Maxima sedans, the Murano is a two-row, five-passenger crossover that slots between the Rogue and Pathfinder. All Muranos are powered by a 3.5-litre double overhead cam V6 engine that produces 260 horsepower and 240 lb-ft. of torque, which is mated to a continuously variable transmission (CVT) and standard all-wheel drive.

Five trims are available for the Canadian market: S, SV, SL, Midnight Edition, and Platinum. Pricing ranges from $37,498 for the base S up to $48,098 for the range-topping Platinum.

For this review, Nissan Canada set me up with a Platinum tester finished in Super Black with a Mocha semi-aniline leather-trimmed interior.

<img class="aligncenter size-full wp-image-174661" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_dashboard-centre-console-1-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

No option boxes are checked for my test vehicle, but the Platinum grade comes with a lengthy list of standard equipment. Key features include 20-inch Dark Hyper Silver wheels, heated and cooled front seats, heated steering wheel, heated rear (outboard) seats, Bose Premium audio with 11 speakers and dual subwoofers, wired Apple CarPlay and Android Auto, and a lot more.

To these eyes, the Murano has aged gracefully, especially on the outside. While Nissan’s design language has evolved since its arrival, the Murano’s sleek surfaces, which feature running creases, bulging haunches, and a multitude of shapes, looks as unconventional now as they did nearly a decade ago.

Simply put, most mainstream SUVs possess barely an ounce of the Murano’s elegance. Its updated V-motion grille, wedge-shaped LED daytime runners, 20-inch wheels, chrome window trim and door handles give the car a tasteful bejeweled look that makes it appear more premium than its Nissan badge would suggest.

<img class="aligncenter size-full wp-image-174662" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_multimedia-display-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

The march of time is more visible in the Murano’s cabin, however, which lacks Nissan’s current design language and a few missing features. Prominent examples of the latter include Pro Pilot Assist, Nissan’s driver aid feature, wireless Apple CarPlay and Android Auto, and a wireless mobile phone charge pad.

Beyond missing features, the Murano’s cabin, while quite comfortable and well-appointed, looks old, with its chunky steering wheel, spindly gear shift lever, and some cheap-looking plastic trim panels. Its small 8-inch infotainment touchscreen looks especially dated with a graphical interface that appears grainy and low-res.

With that said, the Murano cabin is quite comfortable and user-friendly. The semi-aniline leather seats look and feel great, and the 10-way power driver’s seat offers good support and articulation. The cabin is also replete with physical knobs, buttons and switches that are within easy reach and produce minimal distraction.

Given that, my wish for the cabin of the next Murano is not a total overhaul, but modernization. Redesign the dash and centre console, replace the analogue instrument cluster and small infotainment display, and improve the underlying tech that powers everything, but keep the current design logic. And the physical buttons.

On the utility front, the Murano offers a good amount of passenger space and a maximum cargo rating of 1,841 litres (65 cubic feet) with the second-row seatbacks folded flat. Despite having standard all-wheel drive, the Murano is primarily a pavement vehicle, and its light max tow rating of 1,500 pounds (680 kg) is reflective of that reality.

<img class="aligncenter size-full wp-image-174666" src="https://wordpress.wheels.ca/wp-content/uploads/2023/02/2023-Nissan-Murano_cargo-area-scaled.jpg" alt="2023 Nissan Murano" width="2560" height="1920" />

Despite its utility shortcomings, the Nissan Murano is a pleasant vehicle to drive. Its 3.5-litre V6 offers good, if not neck-snapping performance, both off-the-line and at speed. Peak horsepower (260) arrives relatively late at 6,000 rpm, but its 240 lb-ft. of torque is more easily accessible at 4,400 rpm, which ensures merging and passing maneuvers can be accomplished with relative ease. While I’m generally not a fan of CVTs, the one Nissan has deployed in the Murano is largely free of the noisy, rubber-banding qualities I’ve experienced in other cars, including other Nissans.

In terms of ride quality and road manners, the Murano’s suspension tuning lands in the broad middle between soft and harsh, and it generally does a good job of absorbing all but the worst potholes and most broken and cracked road surfaces. As for general handling, the Murano feels secure and planted with steering that’s responsive and in line with others in its competitive set. The cabin also seems well-insulated with tire and wind noise kept to a low volume.

Overall, the Nissan Murano has aged gracefully, and while it is a bit dated in terms of interior styling, technology, and available features, it still presents a solid value proposition for seeking a mid-size SUV with V6 power and a lot of standard content.

It will be interesting to see how Nissan reinvents this two-decade-old nameplate for a fourth generation because the current model has set a high bar.
<h3>2023 Nissan Murano Platinum AWD</h3>
BODY STYLE: mid-size SUV
DRIVE METHOD: Front-engine, all-wheel drive, CVT
ENGINE: 3.5-litre DOHC V6 (260 hp / 240 lb-ft.)
FUEL ECONOMY: (Regular 87) 12.0 / 8.5 / 10.4 L / 100 km (city / highway / combined)
CARGO VOLUME: 1,841 / 881 litres (65 / 31 cu ft.) (behind first / second row)
MAXIMUM TOWING: 1,500 pounds (680 kg)
PRICE: $50,018, incl. freight, excl. taxes
WEBSITE: <a href="http://www.nissan.ca">www.nissan.ca</a>

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