900 Northwest 4th St
Corvallis, OR 97330
Actual rating will vary with options, driving conditions, habits and vehicle condition.
The standard features of the Nissan Murano S include 3.5L V-6 260hp engine, 2-speed Xtronic CVT transmission with overdrive, 4-wheel anti-lock brakes (ABS), integrated navigation system, side seat mounted airbags, curtain 1st and 2nd row overhead airbags, driver knee airbag, airbag occupancy sensor, automatic air conditioning, 18" aluminum wheels, cruise control, ABS and driveline traction control.
Starting at: $30,800
| MSRP | Engine | Transmission | City/Hwy mpg | |
|---|---|---|---|---|
S
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$30,800 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
S
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$32,400 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
SV
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$34,100 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
SV
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$35,700 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
SL
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$38,500 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
SL
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$40,100 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
Platinum
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$42,230 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
Platinum
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$43,830 | 260-hp 3.5L 6-cyl | continuously variable auto | 21 / 28 |
The 3.5-liter V6 engine that’s in the Murano has proven itself many times over in many different Nissan cars. It’s smooth, civil, and sounds nice. The double-overhead-cam mill makes 260 horsepower and 240 pound-feet of torque, mated to a Nissan-made continuously variable automatic transmission (CVT).
The Murano is not terribly quick, but it’s quick enough, because 240 pound-feet of torque is enough to get it going. Nowhere is it sluggish. In fact, the lag in acceleration that plagues the Nissan Rogue and Pathfinder (and other cars), because of programming in the CVT, does not exist with the Murano. The CVT kicks down, the revs raise, the car goes, and climbs its steps.
The electro hydraulic rack-and-pinion steering feels firm but relaxed. The crossover chassis is car-like, with struts in front and multi-links rear. The subframe absorbs the big bumps and nicely connects the car to the road. The suspension trades off response and precision for comfort, true to Murano intention. It leans a lot in tight corners, but doesn’t lose its composure. The vented disc brakes modulate well and inspire confidence.
The standard 18-inch wheels handle nearly as well as the optional 20-inchers, and ride more softly. Some people just want those 20s for the looks, but you can save money by insisting on standard wheels and tires.
The nose features what Nissan calls its V-motion grille. It flares diagonally from the bumper, down to the airdam, up to the hood, and into the boomerang headlamps. A crease flows from the bulging front fenders down and in to the beltline, where the sheetmetal tapers back out to the rear wheels, as if to mimic the flagship Infiniti QX70.
The roof floats over black pillars, supported by the upward swooping windowline that arches back down toward the taillamps, hinting boomerang shape to match the headlamps. The vast majority of crossovers settle for convention at the rear, but the Murano goes for it all. There’s a hint of 1950s Chrysler in there.
The cabin is less daring than the exterior, but more daring than its rivals, grander and swoopier, with a quiet and refined ambiance. Nissan says it was designed to be a panoramic space, and we can see it. There’s a lot of passenger room and good cargo options. We like the suede-like upholstery in the S and SV models more than the perforated leather (although only the leather is heated). We also like the clean controls with simple interfaces and intuitive buttons, the V-shaped centerstack, the way the dash flows into the front doors, and the low storage bins at the footwells.
The hooded gauges and matte-metallic trim offer a touch of sport. There’s no woodgrain available, but the plastic works for us. All models beyond the S offer a new infotainment system with eight-inch touchscreen, voice recognition for navigation and audio, and SiriusXM Travel Link services for fuel prices, weather, movie listings, stock information, and sports scores.
The driving position is right, the correct height for entry and exit. The low dash will work for shorter drivers, while taller ones will have good headroom, even with the available moonroof. The seats copy what NASA calls neutral posture and Nissan calls Zero Gravity; they’re supposed to reduce fatigue over long hours, by giving more precise support from the pelvis to the chest and in the lumbar. We think you have to try Zero Gravity yourself; not all of us want to be astronauts when we grow up. But we agree that the back support is good, while there’s not quite enough thigh support, at least not as much as the Ford Edge and Jeep Grand Cherokee.
The rear outboard seats are among the most comfortable we’ve ever sat in, and that includes luxury cars. They’re the same height as the front seats, so you don’t have to shout upward to talk to people in front. The middle seat isn’t so great. But when it’s empty, given the wide center console, Nissan calls the space conversation alley. And since the rear seat folds flat, the alley could carry a small stack of silent two-by-fours, if you’re willing to rest them on the conveniently low dash.
The powertrain is solid, with an excellent engine and acceptable CVT. The ride is smooth and the interior generous, relaxing and convenient. The styling is polarizing, so that call is yours.
Sam Moses contributed to this report.
Murano models are S, SV, SL, and Platinum.
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