2014 Nissan Murano

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? $(function () { $('.rating-tip-0').waypoint( // handler function(direction) { $(this).addClass('rating-tip-0-animation'); }, // options { offset: '100%', once: true } ); });Get Your Price The 2014 Nissan Murano is stylish and refined, but lacks some of the space and efficiency found in competitors. Read more » Powertrain smoothnessRight-sized footprint makes parking easierCoherent styling inside and out No manual mode for CVTLess-than-ideal visibilityToothy-smile grille $('.related-reviews li.see-more').live('click',function(){ if ($(this).hasClass('hidden')){ $(this).html(""); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeIn(); } else { /*$(this).html("See Mode"); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeOut();*/ } $(this).toggleClass('hidden'); });Choose a Style Below for Colors and Options Regular Unleaded V-6, 3.5 L
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Front Wheel Drive Regular Unleaded V-6, 3.5 L
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Nissan's Murano is an easy-going crossover for an easy-going lifestyle, its rounded look and smooth driving qualities opting out of the overstyled look-at-me rat race, instead going for simple, straightforward form-meets-function.

Now nearing the end of its model cycle, the Murano is still a handsome crossover. Its proportions are anything but mainstream, with high shoulders and rounded, organic shapes that flow into each other. The result stands out from the blocky, rugged-look crowd. Inside, the cabin styling risks excessive mimickry of the exterior at times, but is, on the whole, attractive enough. New for the 2014 model year is the Tinted Bronze exterior with graphite interior combination; the Tinted Bronze paint was previously only available with a black interior.

Under the hood of the Murano you'll find just one engine: Nissan's proven and capable VQ V-6 engine. Displacing 3.5 liters and producing 260 horsepower, the engine is easily up to the task of moving the Murano about with pep. The continuously variable transmission (CVT) automatic isn't usually our cup of tea, but in the Murano, it seems to work well, with smooth acceleration and no excessive engine noise. Unlike some CVTs Nissan offers, the Murano's has no simulated "manual" gear shift points to call on directly. On the handling front, the Murano's steering and feel is direct and light, essentially no different from a mid-sized sedan.

Both front-wheel and all-wheel-drive versions are available--but the vast majority sold are front-wheel drive. The AWD option is available on all four trim variants: S, SV, SL, and LE. Opting for all-wheel drive will cost 1 mpg on the highway, bringing the standard Murano's 18/24 mpg city/highway to 18/23 mpg. Neither score is particularly impressive given the Murano's size.

The Murano's cabin is comfortable, especially in the front row, where the seats are adjustable for a wide range of body types and sizes, though head room is reduced a bit by the sunroof. Second-row seating is also short on head room, and the rear bench's height can seem too low for taller adults. Behind the second row, there's not as much cargo space as you might expect. Like the lack of second-row head room, these shortages are largely a result of the curvy exterior shape. Further hindering the utility of the cargo area is a high cargo floor and irregular shape to the space, even with the rear seats folded forward.

Last year, the Murano added a range of optional, new active safety systems, including blind spot warning, moving object detection, and lane departure warning. The four-trim Murano model range spans a similarly wide range of equipment and pricing. The higher-end SL and LE models offer a premium, almost luxury-class feel, but carry a price tag to match. The more affordable S and SV models cut some corners, but still offer a good base spec of features. All models get power windows, locks, and mirrors; climate control; and an audio system with AM/FM/CD head unit. Optional upgrades include a Bose audio system; heated steering wheel; navigation; Bluetooth; and a rearview camera.

Nissan's oddest duck, the Murano-based CrossCabriolet two-door convertible crossover, carries forward for the 2014 model year, too, now offered in one well-equipped model.

Powertrain smoothnessRight-sized footprint makes parking easierCoherent styling inside and out Maneuverable and responsiveNo manual mode for CVTLess-than-ideal visibilityToothy-smile grilleLackluster gas mileageNext: Interior / Exterior »

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2014 Nissan 370Z Nismo

 

Michigan is one of those places where we can sub-divide the seasons into good and bad portions, with each producing a noticeable shift. The week prior to my time in the 2014 Nissan 370Z Nismo, it was 65 to 70 degrees and sunny, all week long. Anyone care to guess what the following week was like?

Windy, cold and damp weather typified my week in the Z, with temps hovering around 55 degrees and several days of showers. Yes, I got the first week of the bad part of fall. The Z was hardly happy during its time with me, but we both persevered, and I made a point of sprinting out to the garage anytime the ground seemed remotely dry enough to test this striking two-seater. That enthusiasm waned quickly, though, as the week wore on.

By all accounts, the Z is a car that I should like. It's an uncompromising sports car, but as I discovered during my travels, sometimes a little compromise is welcome, and living with a car like the Z – particularly the angrier, Nismo-tuned model – quickly becomes a case of too much of a good thing.

Driving Notes The 370Z Nismo gets an uprated version of Nissan's 3.7-liter V6 engine, complete with 350 horsepower at 7,400 rpm and 276 pound-feet of torque at 5,200 rpm. The engine pulled well, provided I carefully managed the revs. Even with the retuned exhaust and ECU producing the Nismo's extra grunt (the standard engine produces 18 hp and 6 lb-ft less), the Z is prone to being caught flat-footed, but can be dynamite at the right engine speed and in the right gear. I don't consider these criticisms, by the way - having to manage the engine speed makes for a more involving drive.The engine's sound, though, remains as raspy and unpleasant as ever, even with the new exhaust. This is one of those engines that's begging for the aftermarket to save its owners' ears, as it sounds grating under most circumstances. I'll make an exception at wide-open throttle between 3,500 and 4,500 rpm, when a proper singing voice sneaks out.The sole gearbox choice for the 370Z Nismo is a six-speed manual. It requires a bit of strong-arming, as it has just a hint of notchiness at each gate, although again, I consider the extra effort an asset in a proper sports car. The clutch is fairly linear with a nice weight to the pedal and a broad and predictable catchpoint. It's let down, though, by a numb throttle response, which makes working the clutch more of a chore than it should be.Nissan gave the 370Z Nismo an aesthetic overhaul for 2014, swapping out the uniform body color of previous models for a contrasting scheme that works well with our tester's Pearl White paint. The grey aero kit, mirrors, spoiler and wheels add some extra visual pop, while subtle red accents are noticeable on closer inspection.It's a shame Nissan couldn't give the cabin a similar freshening. The Nismo variant sports an Alcantara-and-leather steering wheel, which adds a hint of specialness but isn't enough to hide the Z's age. Antiquated radio, climate and instrument cluster controls feel more suited to a Versa than Nissan's mighty Fairlady. And the fact this Nismo variant, which sits atop the 370Z hierarchy, can't be had with a navigation system is inexcusable.For being a driver's car, I did not find the Z's cabin very accommodating. The Nismo-branded seats lack a suitable range of adjustment and the fixed lumbar does the driver no favors. I was shifting and squirming after about 45 minutes behind the wheel, just trying to find a better seating position. The steering and instrument cluster move as one, and offer no telescoping option - at just over six feet tall, I was forced to choose between bumping knees on the steering wheel or fully extending my arms to reach it, with neither being a desirable option.The combination of Nismo-tuned shocks and springs and forged, 19-inch wheels from RAYS makes for a ride that is too firm for the street. On Michigan's sub-par roads, the Nismo Z heaves and hops about with excessive amounts of vertical motion, plenty of impact noises and generally poor manners on all but the smoothest of roads. Unless you have a racetrack in your back yard or live in a land where the roads are made of silk, the Nismo Z is simply too stiff to use as a daily driver.The Bridgestone Potenza S001 tires are offset at P245/40R19 in front and P285/35R19 in the back. They offer up plenty of grip in cornering, but produce too much road noise in regular cruising. Like the suspension, their heroics are far outweighed by their annoyances in everyday use.With a starting price for the Nismo trim at $43,020, not including a $790 destination charge, the flagship 370Z is already pricey. Replace the anemic, four-speaker stereo with the $1,350 Bose Package like in our tester, and the price climbs further. With the Z sitting in the $44,000 range, it's playing in the wheelhouse of some serious contenders. It's undercut by the more powerful Ford Mustang GT ($39,885 with the Track Package and Recaro Seats), Chevrolet Camaro SS 1LE ($40,535 for a 2013 model), and the Hyundai Genesis Coupe 3.8 Track ($33,895). It also faces potential cross-shop pressure on the higher end from the Audi TTS ($48,700) and even the Chevrolet Corvette Stingray ($51,000).The biggest challenger to the 370Z Nismo, though, is the regular 370Z Sport. At $33,830, I estimate that it will do 85 percent of what the 370Z Nismo will, but for $10,000 less, and will also be a far more tolerable car to live with on a daily basis. If you find yourself at the Nissan dealer with your eyes on the striking, two-seat Z, just go for the Sport.Engine:3.7L V6Power:350 HP / 276 LB-FTTransmission:6-Speed Manual0-60 Time:5.3 Seconds (est.)Drivetrain:Rear-Wheel DriveCurb Weight:3,346 LBSSeating:2Cargo:6.9 CU-FTMPG:18 City / 26 HWYBase Price:$43,020As-Tested Price:$46,370Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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2014 Nissan Pathfinder Hybrid

 

If you've been keeping up with our long-term 2013 Nissan Pathfinder coverage, you already know that, generally speaking, we dig it. After racking up 21,000 miles (and climbing!) on our dear Sweet Brown, we've become very, very familiar with the Pathfinder package as a whole, and many of us actually prefer it over competitors like the Ford Explorer and Chevrolet Traverse.

For 2014, Nissan has added a new hybrid option for its Pathfinder, using an all-new powertrain that will also be shared with the CUV's Infiniti-badged QX60 sibling. As far as fuel economy is concerned, our long-term Pathfinder has had no problem hitting its EPA-estimated numbers of 19 miles per gallon city and 25 mpg highway, but this new hybrid model is said to be good for an increase in overall economy – 25/28 mpg (city/highway) when equipped with front-wheel drive and 25/27 mpg with optional four-wheel drive.

We recently took the 2014 Pathfinder Hybrid for a quick spin around the city streets of Nashville, TN. And while our time with the non-hybrid Pathfinder has been pretty enjoyable overall, at first blush, we're having a tougher time warming up to this electrified variant.

Driving Notes The 2014 Pathfinder Hybrid is powered by a supercharged, 2.5-liter inline four-cylinder engine which, on its own, is good for 230 horsepower and 243 pound-feet of torque. Nissan has coupled that four-pot with a 15-kilowatt electric motor, which brings overall system output up to 250 hp and 243 lb-ft – a decrease of 10 hp versus the non-hybrid model, but a gain of 3 lb-ft.Nissan once again employs its well-behaved continuously variable transmission here in the Pathfinder Hybrid, and really, it's fine. Nothing to write home about, for sure, but CVTs (well, e-CVTs in most hybrids) have long been the tranny of choice for hybrid applications, and when it comes to continuously variable units, Nissan does them better than most.Compared to the standard Pathfinder, this hybrid model is 228 pounds heavier (comparing Platinum trim levels). Yet you don't really feel the added heft on the road. For starters, the Hybrid's 243 lb-ft of torque comes on at 3,600 rpm versus the non-hybrid's 240 lb-ft at 4,400 rpm, and the wee bit of electric assist at takeoff means this heavier model still gets up and goes just as quickly as it ever did. No official 0-60 numbers are available for either model, but we're willing to bet the two are awfully close – if there is a difference, it's not really noticeable from behind the wheel in city driving.That said, the hybrid system isn't nearly as smooth as we'd like, especially off the line. The throttle feels dead at initial tip-in, and you really have to dig into the rightmost pedal to get the Pathfinder Hybrid to move. Once it's in motion, the gasoline engine kicks in with an uncultivated action and coarse sound.There's a similar sort of displeasure when its time to bring things to a halt. Just the opposite from the vague throttle response, the brakes are particularly grabby right from the get-go, presumably because the system is programed to eke out as much regenerative braking energy as it can. Sure, you get used to it, but we'd certainly like a brake pedal that's easier to modulate with a more linear feel. All-in, the Pathfinder Hybrid just isn't as smooth and easy to drive as its non-hybrid sibling.As far as real-world economy goes, we didn't have a chance to get seriously accurate numbers, given the extreme brevity of our test drive (15 miles through the city). That said, we've not yet had any real discrepancies with Nissan's official mileage numbers, and 26 mpg combined doesn't seem too far-fetched for this hybridized Pathfinder.Aside from the powerplant, Nissan hasn't made any other changes to the Pathfinder in creating this hybrid model, save a set of redesigned, full-LED taillamps that are exclusive to the electrified variant, as well as the obvious exterior badging.The same can be said for the interior, where everything has been left alone. No complaints here, as our time with the long-term 2013 Pathfinder can attest to. And unlike other hybrid vehicles, Nissan has managed to package the battery system in a way that it doesn't impede interior functionality – the Pathfinder Hybrid's cabin is just as capacious as the standard model.Nissan will offer the Pathfinder Hybrid in SV, SL, SL Premium, Platinum and Platinum Premium trims, starting at a base price of $35,110 (not including $860 for destination) – a $3,000 up-charge from the non-hybrid version. A fully loaded Platinum Premium 4WD will set you back $47,510..From where we sit, that's quite a price premium considering what the Pathfinder Hybrid offers. Despite offering a combined fuel economy rating that's 4 mpg better than the gas-only model, it doesn't offer anything additional in the way of creature comforts and amenities, it's more complex, and frankly, it's not as nice to drive. Of course, we need more time behind the wheel to see what sort of real-world numbers this hybrid system can achieve, but for the moment at least, we aren't sold.That's a shame, too. We like the Pathfinder a whole lot, but unless Nissan can smooth out its gasoline-electric powertrain, we just don't see any reason to pony up the dough for the Hybrid.Engine:SC 2.5L I4 + 15-kW Electric MotorPower:250 HP / 243 LB-FTTransmission:CVTDrivetrain:Front-Wheel DriveCurb Weight:4,573 LBSTowing:3,500 LBSSeating:2+3+2Cargo:79.8 CU-FT (max)MPG:25 City / 28 HWYBase Price:$35,110As-Tested Price:$45,910Autoblog accepts vehicle loans from auto manufacturers with a tank of gas and sometimes insurance for the purpose of evaluation and editorial content. Like most of the auto news industry, we also sometimes accept travel, lodging and event access for vehicle drive and news coverage opportunities. Our opinions and criticism remain our own – we do not accept sponsored editorial.

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