Road Test: Nissan Maxima

By Feann Torr - 24/Nov/2006

With all the talk about the new VE Commodore and Toyota's upstart Aurion large car - and let's not forget the recent launch of Ford's BF Mk II Falcon - it would easy to overlook Nissan's large car offering, the Maxima.

Though this polished Japanese vehicle doesn't have the expansive range of models and trim levels as the locally-built large sedans, and isn't available for the $35,000 price point where the abovementioned vehicles enter the market, the Nissan Maxima is a remarkably capable car nevertheless, and surprised me greatly on a number of levels, particularly with its relaxed ride and general ease of use.

Traditional rivals for the Maxima include the Honda Accord V6, and if you don't like comparing the Maxima to local produce, some like to think of it as Japanese BMW 5 Series or Audi A6.

Only two models are offered in the Nissan Maxima range - the $39,990 ST-L and the $44,990 Ti model. We tested the entry-level ST-L and found it to be a value-packed vehicle with good amount of class to boot. It's roomy, it's comfy, it doesn't look half bad, and standard features on the Maxima ST-L include things like plush leather seats, vehicle dynamic control (VDC), CD stereo, dual zone climate controlled air conditioning, front fog lights and 17-inch alloy wheels.

All told, you get a fair bit of kit for your cash, and though the Maxima can't compete on price with the entry-level Aussie large cars, it has an ace up its sleeve that the Blue Oval, Big T and Red Lion are not yet able to match - a continuously variable transmission (CVT).

This CVT is hooked up to the Maxima's tried-and-tested 3.5-litre V6 and is a second generation system that works remarkably well. Not only does it improve the driving experience by 'smoothing' out the power delivery, it's also a more fuel efficient piece of technology than your traditional automatic transmission, and most manual transmissions can't match the CVT's efficiency levels.

Nissan's Maxima has always been a reliable vehicle, and rarely have I heard it being spoken of with ill will. And if first impressions are anything to judge it on, the current generation holds true to this tradition of pleasing the driver. With subtle new looks, an updated interior and the inclusion of the CVT, Nissan's big sedan has a lot of promise.

Drive: 3.5/5

Upon first peering inside the Maxima's cabin, I was struck by the amount of room these large Japanese sedans offer. If you're used to driving a Falcon or a Commodore, you won't be complaining about headroom, leg room or shoulder room - the Maxima is wide and long, and the seating arrangement generous.

Plonking myself in the driver's seat, I started the engine and waved goodbye to the high tech Nissan HQ, taking note of plush ride and quiet drivetrain. This is a very smooth vehicle.

And then, as always, my curiosity got the better of me and at the first set of traffic lights I gave it full throttle from a standing start.

The Maxima took off, leaving behind a bemused 1997 WRX, and not without some tyre screeching either. Interestingly, torque steer wasn't too bad, and I wondered if this could be due to the slightly dull (speed sensitive) power steering?

Even with its sizable 17-inch tyres, the engine power and its rapid delivery easily overrode front wheel traction. And I must say, I've always liked CVTs - for both their fuel economy and their smooth power delivery - and as the technology improves and these transmissions' fortitude increases, able to deal with higher torque loads, so do the rewards.

Though it's not as satisfying to drive flat-chat as a large 6-cylinder sedan with a manual transmission, it makes city driving and general commuting duties far more acceptable. In fact, it almost makes them enjoyable; such is the seamless nature of the gearbox.

Driving through Saturday morning traffic on the Maroonda highway near Melbourne, the engine was quite suited to the CVT. With its 170kW of power available before 6000rpm, and maximum torque on tap at under 3000rpm, this makes for a very efficient engine-gearbox combination.

With just small throttle applications the thing will accelerate at a sedate pace at a smidge over 1000rpm. In my book that's rather impressive.

Think about it: in a normal manual car when you start accelerating you've got to push the engine more - to go faster the engine has to work harder and harder as the revolutions and the tachometer needle rise. With these continuously variable transmissions, the engine will just sit on a constant 1500rpm, and the car will smoothly and quietly accelerate from 40 to 85km/h or whatever your right foot decides.

In addition to its peaceful power delivery, the car has a very smooth ride with a soft suspension tune, and with its standard issue leather upholstery and decent switchgear, you get the distinct impression that this is a self-confident Japanese luxury car. It's well damped too, and rides over undulations in the road like a hovercraft, and when I think about it in hindsight, the Maxima is one of the easiest I've ever driven.

Whether your heading out to a wedding in the country or just heading out for a 20 minute sojourn to the 'Crazy Bargain Warehouse' for some cheap trash, the car is very well mannered. The smaller things like the cruise control add to this sense of fluency, which is mounted on the right-hand side of the steering wheel (but no audio controls on the tiller is a shame). The Maxima's turning circle of 11.4 meters means that parking the thing and doing U-turns is a bit unwieldy at times, but it never feels overweight or sluggish, and tips the scales at a surprisingly skinny 1470kg.

The Maxima is a great commuter car, and is quite fuel efficient for a 6-cylinder vehicle, but if you like watching the V8 Supercars on a Sunday arvo preceded by hitting back country roads for some white-knuckled driving, the Maxima won't provide you with the necessary levels of vigour. Granted, the 17-inch wheels supply a certain level of cornering grip, shod with 215/55 R17, but they're far from sporty, and tend to protest with audible squealing before the chassis is even partly taxed. And generally speaking, such screeching from the tyres doesn't instil confidence in any passengers who may be along for the ride.

With the 55 aspect ratio sidewalls, these tyres are perfectly suited to the car's character however, which is that of a luxury car. They're not so malleable you can't have fun round corners (and vehicle dynamic control [VDC] comes in handy), but it's fair to say that this vehicle won't keep up with sportier large sedans, like the XR6 Falcon or SV6 Commodore. Understeer is common, and when the car initially tips into corners it doesn't feel as confident or as planted as the abovementioned vehicles.

The brakes on the Maxima do a great job in everyday situations, but if you're planning on towing a heavy trailer or just flogging the car to within inches of its life on the weekends, it may be worth investing in new pads and possibly even callipers.

There's middling levels of body roll when you attempt to slicing the apex of a corner at medium speeds and above, though on the straights this thing is plenty quick, and the engine note is very pleasing. But it must be said that even at increasing speeds through corners, driver and passengers don't ever feel thrown around - it's a very smooth ride.

But there's something missing here. There's an element of the suspension that's a bit soft, and this makes it a perfect commuter and general A-to-B-mobile, but it failed to grill my bacon through corners. Though the chassis is far from limp, the truth of the matter is that this car is simply not tuned for spirited driving; it's a front wheel drive vehicle with a highly practical gearbox that's more suited to everyday cruising than flat-out cornering.

Generally speaking, there's a lot to like about the way this car interacts with the road. Though it's no sportster, it doesn't claim to be one, and if you're looking for something with a plush ride and a smooth power delivery, this vehicle would be ideal. It's effortless to drive, it's quiet - with low levels of the tyre and wind noise penetrating the cabin - and I got the feeling it's the kind of vehicle you could drive for 15 years, like a Falcon or Commodore, and be very happy with it.

Engine: 4/5

Nissan's VQ-series of V6 engines are great units, offering decent fuel economy, impressive pulling power and solid reliability. Indeed, this engine is a detuned version of the V6 that powers Nissan's legendary 350Z sports coupe, and it shows.

When paired with Nissan's second generation CVT however, the result is extraordinary.

Half way through this road test, I was driving the Maxima up a gradual incline with just a slight amount of throttle input, and the rev counter was hovering between 1500 and 2000rpm. What was surprising was that the car began accelerating (albeit languidly) up a slight hill and at such low engine speeds, and this indicates how incredibly flexible these CVTs are.

The claimed fuel consumption of 10.8L/100km is overcooked in my opinion, and we managed to get around 10L/100km during our test.

And while this engine-gearbox combination is great at saving fuel when cruising, it's also capable of instantly motivating the Maxima. Even at 100km/h, when you stick your foot in, this thing just blasts forward -- it's very, very quick.

When your foot is flat to the floor, the engine spins up to 6400rpm, where it settles until you lift off the throttle, though there's impressive amounts of torque and pulling power right across the rev range.

The throttle is quite sensitive, and this has a little to do with CVT, but I liked the fact that the engine responded to very small inputs, and the intuitive cruise control can maintain a constant when you don't feel like manually controlling the engine.

Some people I spoke to about these CVTs, or continuously variable transmissions, believe that they liberate some 25% more power than a standard auto, and I reckon that may be close to the mark. This thing is very fleet of foot. There's also a tiptronic mode for the CVT (Xtronic CVT in Nissan's words), with a +/- module on the transmission tunnel, but because it simulates gear ratios it doesn't really add the level of involvement that most systems offer.

Though I had no problems with the gearbox and found it a very competent transmission, I did notice that it 'pulsed' sometimes, particularly when you sank the foot and requested maximum acceleration. It's almost as though it delivers 80 per cent, then 100 per cent, then 80 per cent power under full power, which may be to reduce constant stress on the CVT.

In conclusion, Nissan has worked wonders with this V6 engine in the past, and coupled with the CVT is even better. Sure, it doesn't really suit hard-and-fast driving, but neither does the chassis. For every other scenario, the engine and gearbox are tremendously practical, offering almost-instant power delivery, improved fuel consumption (compared to a traditional automatic gearbox) and a relaxed, seamless way to transfer engine power to the wheels.

Exterior: 3.5/5

Japanese luxury cars often come off looking a bit weird upon initial viewing, though Lexus seems to have mastered the art of combining angles and curves to good effect. The Nissan Maxima is a little odd upon first look, but by the end of this seven day test, I became quite respectful of the design. It's not what I'd call radical - the car's shoulder line is nice and straight, and the front and rear proportions are traditionally safe - but there are elements that sometimes startle.

And one such element is the rear end. While the high boot gives the car copious amounts of cargo space, it gives the car's backside an ungainly appearance. But really, that's the only aspect that I found abnormal about the car's styling.

The brake light clusters I really appealed to me, and are filled with high-tech, luxury-look LEDs, which are combined with traditional argon globes for the indicators. Along with the prestigious LED brake lights, Nissan has decided to show off the Maxima's twin exhausts, which can be seen peeking out from underneath the car's fledgling body kit (the previous model hid them), and there's also a smattering of chrome to up the jewellery factor somewhat.

Sitting on 17-inch, six-spoke, dull gloss alloy wheels, the Maxima's shoes suit the car's character quite nicely, giving it a pleasant mix of sports/luxury.

The front end of the car meanwhile, is neither outrageous nor boring - just a modern and fairly confident design whose grille and headlight clusters dominate. The grille features horizontal bars pierced by the large round Nissan logo, and is flanked by the bold headlight clusters, which feature projector halogen headlamps. Xenon projectors would have been the icing on the cake, but as it stands the Maxima has a conservative design punctuated with a couple of captivating design cues that do just enough to allow it to stand out from the crowd.

Interior: 4/5

Let's get one thing straight from the start - this is a super comfy car. It's got lots of room for both front and rear seat occupants, heaps of boot space, and a relatively ergonomic cockpit. And one of my favourite things about the new Maxima is that all models - yes, even this entry-level sub $40k version - get leather seats. And the front seats seem to have been influenced by the Renault-Nissan alliance, because they're all swoopy and nouveau-chic, but in creating something that looks classy, ergonomics have taken a holiday. But only a very short weekend holiday... The headrests are pushed too far back and this sometimes makes leaning back into the seats (as one does when one is stuck in peak hour traffic) uncomfortable.

The driver's seat is 8-way power adjustable and the front passenger gets 4-way power adjustment, and the range of standard features is pretty good, including cruise control, climate control air conditioning, leather trim, CD stereo and four airbags.

The dash is simple but elegant, with a bit of dynamism in centre console where the HVAC controls live. And it's got dual zone climate control even in this base model which is a boon, and also benefits from a single CD stereo system with four speakers, plus there's a trip computer which features the basic functions such as fuel consumption and distance travelled.

The dashboard has an almost 'floating' look because the centre console is raised above the floor, and it comes across as fairly classy. However, the ancient looking, 1980s-look orange DIN 7-inch screen looks completely out of place. If this one aspect of the interior was removed (which displays the trip computer info) this section may have scored even higher, perhaps a 4.5/5.

Still, when you look past the orange information screen the dashboard layout comes across as thoroughly modern, and things like the four spoke steering wheel finished in good quality leather, and the Renault-influenced Euro instrument cluster create an elegant ambiance for the Maxima driver.

There's plenty of room for rear seats passengers - almost as much as the Holden Commodore and Ford Falcon - though the rear seat backs don't feature a 60/40 split fold function, so if you want to load long or cumbersome luggage items you have to make do with the medium-sized ski hole that's visible when the rear centre armrest is folded down. Even so, boot space is generous with 476 litres all told, and this is more than enough for multiple golf bags, or the mother-of-all Christmas shopping sprees.

Overall: 3.5/5

At the end of my week long test of the Maxima, I came away thinking that this vehicle had more in common with a Lexus than with a mid level Ford or a Holden. It's smooth, quiet and refined, and that CVT is just so seamless, able to instantly adapt to both large and small throttle inputs without delay.

There were only a couple of aspects of this vehicle that didn't come across as well thought out. The Maxima has a very smooth ride and together with its impressively soft leather upholstery will transport occupants to and fro in a comfortable and stylish manner, but there are cars out there with a ride as smooth as the Maxima, that can also perform when push comes to shove. Granted, the Maxima is not designed to be a sports car but more work could be done to improve its handling abilities.

However, if you're the kind of driver who isn't really on the lookout for a car that rewards spirited driving on the weekend, add another half a wombat to that overall score, because the Maxima is as capable as it is comfortable, and has impressive reserves of power. With its subtle new look, an updated and very lush interior, plus the inclusion of the CVT, Nissan's Japanese-built big sedan is a very practical car.