Murano pushes the envelope
When they designed the original 2004 Murano, Nissan engineers and stylists were thinking outside the box — literally.
The result was a sleek, sexy and voluptuous vehicle, the antithesis of your typical boxy SUV.
Since then other manufacturers have demonstrated once again that imitation is the sincerest form of flattery and we’ve had a plethora of curvy sport utilities and crossovers such as the Ford Edge and Mazda CX-7.
The problem, then, for Nissan designers was not to mess up an automotive icon when it came time to create a new second-generation Murano.
Happily, they solved the dilemma by making the new version even sleeker, sexier and more voluptuous than the first.
“The big challenge was to keep it modern when it already was such a trendsetter,” says Ian Forsyth, Nissan Canada’s director of corporate and product planning.
On the way to achieving that, they also made it ride, drive and handle better than its predecessor — no mean feat.
“It’s obviously a Murano, but you don’t realize how different it is until the old and new models are seen side by side,” says Forsyth. “It’s changed substantially, but within the envelope of being a Murano.”
Seen from the side, the sleek profile is much the same, but wheel arches are more distinct. Front and rear styling is all new.
The new D platform, which Murano shares with the Altima sedan, is 1.5 times stiffer than the previous version. It has allowed engineers to lower the engine to eliminate torque steer and to provide a much more balanced ride through the use of lighter suspension components.
On the road Murano tracks beautifully — no matter the weather.
Earlier this month we got to try out the new model in normally sunny Arizona, where it poured rain for two days. Normally dry roads were turned into slick danger zones. But Murano motored on smoothly — no muss, no fuss, no worries — past all manner of cars that had slid off the road into rock faces or rolled off to finish upside down in a ditch.
All Muranos sold in Canada will be equipped with all-wheel drive, but Forsyth was quick to point out this isn’t “a slip ’n’ grip system.” The AWD computer gets information from wheel spin, engine speed, steering input and a number of other sources. New is a “yaw rate moment control” for enhanced all-weather performance. The driveline always starts in AWD and a console switch can lock the system into a 50-50 front/rear torque split — but only up to 20 km/h. In normal operation on the highway, the system reverts to front-wheel drive. All of this happens unobtrusively, with no driver input.
Power comes from Nissan’s 3.5-litre V6 which perennially is named one of the 10 best engines by Ward’s Auto World magazine. As installed in Murano, peak horsepower is now 265 at 6,000 rpm (up 25 from the previous model) and peak torque is 248 lb.-ft. (up four) at 4,000 rpm.
This already high-tech powerplant now offers improved cooling and microfinished cams and crankshaft for even smoother operation.
The big change to the continuously variable transmission (CVT) is adaptive shift control with 700 different scenarios built into its memory. It features faster responses and feels more like a normal automatic, adjusting shift patterns for each operator’s demands and driving style.
It’s also quieter than any CVT I’ve ever driven.
Forsyth says development of the new Murano focused on three goals: the new vehicle had to be curvaceous modern art with a premium driving feel and offer passengers the inviting interior of a premium suit.
Missions accomplished.
When designing the all-new interior Nissan resisted the temptation to cram in a third row of seats. So Murano remains a five-seat vehicle with lots of cargo room. They also resisted the temptation to make operating controls more difficult than necessary.
As Forsyth says, “Sophistication isn’t about making things complicated.”
Amen, brother.
Some neat available features are heated rear seats, an 11-speaker Bose audio system, power lift gate and power up/down rear seats. One of the simplest new ideas is also one of the coolest — a flip-up multi-functional rear cargo divider with netting to keep grocery bags from tumbling into one another and the grapefruit from rolling around on the floor.
Murano will come in three trim levels, S, SL and LE. All models will have standard safety features such as six airbags.
Because Murano is being marketed as a 2009 model, it cannot go on sale until early January. Prices will be announced closer to its arrival in dealer showrooms. The present versions sport base MSRPs ranging from $39,098 to $48,598.
Since its arrival in 2003 as a 2004 model, there have been lots of copies, but Murano remains a benchmark in sport utility design.
2009 NISSAN MURANO
MSRP range: TBD
Configuration: Front engine/AWD
Engines available: 3.5-litre V6 (265 hp, 248 lb.-ft. of torque)
Transmissions available: CVT with adaptive shift control
Fuel recommended: Premium unleaded
EnerGuide fuel ratings (L/100 km): 11.8L city, 8.7L highway
Warranty: 3 years/60,000 km comprehensive, 5 years/100,000 km powertrain
Competition: Mazda CX-7, Ford Edge, Toyota Highlander
Highlights: Still gorgeous, great road feel, easy to operate
When available: January 2008
Find a dealer that sells the Nissan Murano
Other vehicle reviews for Nissan
Autonet Best Choice 2007 Mid-size Crossover Utility Vehicles
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