CONTESTING a market segment with a single model offering has its good and bad sides. Since 2005, Nissan has competed in the crossover SUV sector with the Murano, a bold, in-your-face vehicle with a relatively lusty “sportscar” powerplant and a CVT transmission. This combination of components might appear a bit at odds with each other, but not if you understand that Murano is aimed fi rst and foremost at the American market. It has sold well despite, or maybe because of, its “one size fi ts all” availability, suggesting Nissan got its sums right.
However, latterly the market segment had started to dwindle until Audi launched its Q5, effectively rekindling customer interest just in time for Nissan to release its next-generation Murano. Nissan sees Murano as having premium image positioning and aims to capture customers from more traditional brands by offering the best value- for-money package.
Without making any radical changes to the overall styling, the new Murano looks more sophisticated than its predecessor mainly due to less macho front and rear bumper treatments and the replacement of the wide, “toothy grin” grille with a still imposing slatted design that interlocks with shapely, elongated, bi-xenon headlamps. With less black lower body panelling, new Murano looks a bit more station wagonlike – smaller, even – yet it is 65 mm longer, 25 mm higher and has 5 mm extra ground clearance. Wheelarch fl ares have been re-profi led, but the vehicle’s width remains the same. Unusually, front and rear overhang dimensions are identical despite the impression given by the thrusting nose. The test team’s collective comments suggest you either like the Murano’s looks or not… Distinctive it is, then.
Built on a new “D” platform but with an unchanged wheelbase, cabin space is little altered but the environment looks and feels a lot classier than before. For starters, the Murano has keyless entry/exit and stop/start plus an electric tailgate that can also be activated from the fob. The facia is a vast improvement with the instrument cluster and minor controls more stylishly integrated into the overall design, although the switchgear is scattered and not particularly intuitive. The brushed aluminium accenting does not have universal appeal. Gauges do a Subaru-like swish on activation and the dials are now white on grey with red needles, far more appealing than the sickly orange faces of before. There is a new four-spoke steering wheel with electric rake and reach adjustment, but the satellite audio, ’phone and cruise control switches mounted on either side of the boss are a bit messy. The interior mirror is self dimming and the power-adjust heated exterior mirrors have a retract mode. Windows are all-electric, but irritatingly the driver’s has one-touch-down action only: why not up as well? Dual-zone climate control is standard.
There is an entertainment system incorporating a Bose audio arrangement with no less than 11 speakers as standard, and the custom radio/6CD head unit now includes an MP3 player. Integrated Bluetooth activation and voice command are standard. From launch, a rear-view mirror DVD sat-nav system is available as an option (for around R10 000), but following completion of new mapping it will be replaced in May 2010 by a hard drive system as standard. The seven-inch colour display screen sits atop the facia hangdown section above a multi-media selection panel that includes activation of a camera that shows the leftfront wheel and kerb area to complement the rear park predictive path assist camera.
Seat upholstery is stitched leather with perforated inserts. Both front seats have all-electric adjustment and two-position heaters, with variable lumbar support for the driver’s chair. But given the amount of comfort and convenience “electrickery” that the Murano possesses, we are amazed there is no seat memory function. The improved seats are comfy, though.
Rear seat passengers have ample room to sit comfortably and are fed cooling air from vents in the B-pillars. Each section of the 60:40 split rear seat features a limited amount of both fore/aft and backrest angle adjustment, and the individual backrests can be released (the cushion automatically moves forward a little as part of the process) from levers in the sidewalls at the rear of the vehicle and returned electrically by pressing a switch. Otherwise the backrests have pull-tags to release their latching mechanism. There are buttons on the lower-right of the facia that also electrically return the backrest to an upright position – but then why not release them too? If it all sounds a bit confusing, in reality the options are, for the most part, quite practical.
The load fl oor is quite high – there is a full-size alloy spare underneath – but the boot offers a class average 352 dm3 of load space beneath what is perhaps an overly-complex cargo cover, with 1 360 dm3 available with the rear seat folded down.
On the road, the Murano impressed with its unfussed nature, most testers commenting on the good NVH (noise/vibration/ harshness) control. The suspension, with revised mountings, lighter components and a new multi-link arrangement at the rear, provides a fi rm-yet-compliant ride and near roll-free handling with only a slight hint of characteristic four-wheel drive understeer at the limit, announced by faint squealing from the tyres – 235/65s mounted on 18-ich alloys. The speed-sensitive “twin orifi ce” hydraulic power steering is accurate and nicely weighted. Vehicle Dynamic Control incorporating traction control and ABLS “active brake limited slip” acts as the electronic watchdog but can be switched out.
Up front, the new Murano retains the V6 3,5-litre engine (coded VQ35DE) that also saw duty in Nissan’s 350Z sports coupé, but with peak power increased from 172 to 191 kW at 6 000 r/min and maximum torque lifted from 318 to 336 N.m at 4 400. These increases in power and torque helped new Murano to a 0-100 km/h time of 8,72 seconds compared with the 9,06 of the previous model. Kickdown acceleration is improved, too.
Drive is taken primarily to the front wheels via a six-step, adaptive continuously variable transmission that is not our favourite type of transmission but does, however, work very well in this application. If any slip is detected, drive is apportioned to the rear wheels as well, and permanent four-wheel drive can be engaged via a centre diff lock switch. Nissan’s XTronic CVT whirrs like all of its kind but without being annoying. Accelerator pedal travel is quite long and you have to bury it to summon up some urge, but the tunnel console shifter does offer manual override. Ventilated disc brakes all round with full ABS control do an excellent job of retarding the 1,9-ton Murano. The park brake is an American-esque foot pedal.
TEST SUMMARY
Nissan lists the four reasons for buying Murano as, in descending order, Looks and Styling, Performance, Spaciousness and Affordability, which, on balance, just about sums up the vehicle’s appeal. The new model has moved upmarket with improved looks, a more sophisticated interior, better quality and a higher spec level combined with an upgraded powertrain that, collectively, continue to make the single-model Murano an attractive proposition.
