Nissan | The Car Magazine

I don’t know what’s going on south of the 49th parallel these days. And no, I’m not talking the usual banter about trade, tariffs, walls, kids in incarceration, a stock market bubble, etcetera (notice…

New Car Reviews

2018 Nissan Rogue SL Platinum AWD Road Test

I don’t know what’s going on south of the 49th parallel these days. And no, I’m not talking the usual banter about trade, tariffs, walls, kids in incarceration, a stock market bubble, etcetera (notice I didn’t say Trump… oops), but rather how the Nissan Rogue managed to speed into the compact SUV segment’s top sales position.

Tops in the U.S. means it’s also the best-selling compact SUV in North America, its U.S. and Canadian combined sales reaching 237,606 units over the first six months of 2018 compared to 224,996 for last year’s sales leading Toyota RAV4. While many factors can play into market success, another week with a Rogue SL Platinum AWD reminded me of a number of very likely reasons it’s doing so well.

First of all, the Rogue remains a great looking crossover SUV despite this second-gen model having been with us since 2013. Of course, it had a stylish mid-cycle update just last year, which saw Nissan’s broader more “U” shaped “Vmotion 2.0” grille add a bit more masculine ruggedness to the otherwise sleek design, while its headlights received more sophisticated inner complexity thanks to quad beams and standard signature LED daytime running lamps. Additionally, full LEDs were made available to the previously tested and currently reviewed SL Platinum, while a reworked lower front fascia was included with all trims, receiving a narrow strip of LED fog lights with both SV and SL Platinum models. Less dramatic modifications were made down each side and at the rear, yet the result is a much more assertive looking compact SUV.

This said the 2017 update did more than just refresh Rogue styling, it also improved interior refinement, modernized some technologies, and made a bevy of advanced driver assistance features available. Safety has even been strengthened further for 2018, with Forward Collision Warning, Forward Emergency Braking, Blind Spot Warning and Rear Cross Traffic Alert now standard across the entire Rogue line, while you’ll still need to step up to SL Platinum trim to have Pedestrian Detection added to the Forward Emergency Braking system, plus Lane Departure Warning, Lane Departure Prevention, Moving Object Detection, automatic high beam headlights, and adaptive Intelligent Cruise Control with full speed range and hold.

Last year this gear earned the Rogue a Top Safety Pick Plus rating from the IIHS when the SL Platinum trim’s standard LED headlamps with Smartbeam were factored in, but being that the U.S. government organization keeps moving the goalposts further away in order to raise safety standards it now only garners Top Safety Pick status.

Even bigger news this year is the addition of Nissan’s ProPilot Assist semi-autonomous “hands-on-wheel” driving system to SL Platinum trim. The top-tier model is actually called SL Platinum ProPilot Assist on Nissan Canada’s retail website, and it’s a good thing it’s not a pricey option as buyers might feel shortchanged once the initial wow factor wears off.

Yes it will certainly impress the uninitiated, thanks to its ability to almost completely take over driving functions on the highway, even coming to a full stop in bumper-to-bumper traffic or changing lanes after you signal a desire to do so, but imagine for a moment the need to place both hands back on the steering wheel every eight seconds in order to prevent a warning chime from sounding off and red dash light from flashing, which gets a lot more annoying if you don’t, and it soon becomes evident this future technology is not ready for prime time.

To be fair (and not rile the Nissan PR reps that are very clear about what ProPilot “Assist” can and cannot do), this is a hands-on system, not designed to work while your hands are on your lap, behind your head with the driver’s seatback reclined, and certainly not holding a smartphone, tablet or book. That’s the stuff of a fully autonomous driving future (or brave Tesla owners), the Nissan system alternatively providing steering assistance that some find helps to reduce fatigue over a long distance.

And don’t worry about falling asleep, as the constant beeping that occurs when veering too close to a lane marking will keep you fully awake and alert, and possibly annoyed. I’m not one for incessant beeping, sometimes causing me to turn off overly sensitive parking sensor systems, so therefore this ProPilot setup wouldn’t work for me, but I can appreciate why some drivers would like it.

So go ahead and have some fun with it, because it’s really cool to watch the steering wheel turn on its own while your Rogue remains safely within its lane, and it only needs you to turn on the adaptive cruise control, set a given top speed, and press a blue button on the steering wheel to initiate.

Also notable, ProPilot Assist will change lanes automatically just by flicking the turn signal. After analyzing the adjacent lane and finding a safe entry point it quickly moves to the right or left as per your signal indication. I could really see this feature assisting new drivers that are sometimes intimidated to change lanes at highway speeds. This said make sure to check your mirrors, as this technology is in its infancy and therefore can’t yet be relied upon 100 percent.

What’s more, don’t attempt to use its change lane feature to exit a highway, because once in the exit lane ProPilot Assist won’t slow down or turn to follow the off ramp. In fact, if I hadn’t taken over the controls it would’ve driven straight off the exit lane into the ditch. Granted, Nissan says only to use this system on a limited access highway, but being a curious journalist I just had to find out where that highway ends with respect to ProPilot Assist. Now I know, it ends in the exit lane, or before, if you really want to be cautious.

So kudos to Nissan for being the first mainstream volume brand to bring semi-autonomous “hands-on-wheel” driving to market. I’m sure it will improve with each new application, something Nissan has promised as it rolls out more autonomous capability in the future, including its ability to be used in city traffic.

Additional standard SL Platinum features not yet mentioned include 225/55R19 all-season tires on 19-inch alloys, an electromechanical parking brake (lesser trims get a foot-operated one), memory for the side mirrors and front seats, an auto-dimming rearview mirror, a heated leather-wrapped multifunction sport steering wheel, a leather shift knob, leather upholstery, dual-zone auto climate control, an Around View parking monitor, navigation, SiriusXM Traffic, NissanConnect with mobile apps, a really good Bose audio system with nine speakers including two subs, Radio Data System (RDS) and speed-sensitive volume control, a powered panoramic glass sunroof, and a motion-activated powered liftgate, plus it’s the only trim in the line that comes standard with all-wheel drive.

Take note the four-way powered front passenger’s seat has been deleted from SL Platinum trim for 2018, and I would’ve liked to see ventilated front seats and heatable rear seats added to the top-line features list, but nevertheless this top-line model still provides a significant load of high-end features for $37,098 plus freight and dealer fees, that number representing an $800 increase over last year’s non-ProPilot Assist equipped version, or so I found out at CarCostCanada.com, your best source for new vehicle pricing, dealer invoice pricing, and important rebate information.

There’s just one factory upgrade available with the SL, but the Platinum Reserve Interior package appears worth the extra $500 if you like rich appearances. It adds unique Tan leather-appointed seats with special quilted leather inserts. Alternatively, my tester’s Pearl White exterior paint makes no-cost Almond leather available, an interior treatment that would no doubt look good with Magnetic Black or Caspian Blue too if it were made available (it’s not, despite being offered south of the 49th along with a host of other exterior colours), although probably not with Gun Metallic grey.

Just so you know, you’ll only need to have the proximity-sensing key fob in your pocket or purse to access either front door or rear liftgate, which is also power operated. Nissan’s Intelligent Key comes with pushbutton ignition in $28,598 SV trim, with other features from this mid-range model including fog lamps, LED turn signals on the side mirror housings, roof rails, rear privacy glass, remote engine start, an eight-way power driver’s seat including two-way powered lumbar, a retractable cargo cover, and more.

Notably, you can also choose a special blacked-out Midnight Edition, a nice upgrade for those wanting a sportier looking Rogue. While based on the SV, it also includes that trim’s otherwise $2,600 Technology package, which adds the dual-zone auto HVAC, Around View monitor, navigation, leather, powered liftgate, Moving Object Detection, and more from other trims, all for $34,198.

Features pulled up to my top-line SL Platinum model from $26,298 base S trim include auto on/off headlights, LED daytime running lights, LED taillights, heated power-adjustable side mirrors, tilt and telescopic steering, variable intermittent wipers, illuminated vanity mirrors, LED map lights, mood lighting, overhead sunglasses storage, micro-filtered air conditioning, Bluetooth phone connectivity with audio streaming, hands-free text messaging, a backup camera with dynamic guidelines, an AM/FM/CD/MP3/WMA audio system with satellite radio, USB and aux ports, Quick Comfort heated front seats (they heat up really fast), four cargo tie-down hooks, a rear seat pass-through, all the usual active and passive safety features, and much more.

Once inside I’m sure you’ll appreciate the care and attention Nissan has given to the cabin. It actually comes close to matching some premium brands, and while it’s missing upper crust compact luxury segment accoutrements like fabric-wrapped roof pillars, fully configurable digital gauges, and soft-touch rear door uppers, the entire dash-top and front door uppers are made from a nice soft padded synthetic.

What’s more, Nissan also finished the instrument panel ahead of the front passenger with padded and French-stitched leatherette, while the driver gets a leather-wrapped flat-bottom sport steering wheel with aluminized spokes, plus a leather metal and glossy black shift knob, a leatherette shift boot, and plenty of piano black lacquered surfacing around that shifter and across the centre stack. The door panel trim looks more like carbon fibre, but it matches nicely and dresses up the look well, while the armrests at each side and at centre feature stitched padded leatherette to match the instrument panel bolster and the same treatment on each side of lower console, this last feature not only looking good, but also preventing chafing of the driver and front passenger’s inside knees.

Analogue gauges with excellent backlighting are joined by a large colour multi-information display directly in front of the driver, providing easily accessible information on key functions, including the aforementioned ProPilot Assist system.

Over on the centre stack, a 7.0-inch touchscreen provides most everything someone buying into a premium-level compact SUV could want. Its resolution is good, albeit not the clearest or crispest in the industry, and being a matte finish the depth of colour and contrast isn’t quite as rich, but fewer fingerprints will be a positive for many, while the infotainment interface is very good. It includes easy connectivity for your smartphone and streaming audio, plus the audio section gets bright and colourful thanks to album graphics when using satellite radio, while Apple CarPlay and Android Auto are standard across the line.

The navigation system is also impressive, with accurate directions via clear, detailed mapping. It even took us via the quickest route, and by so doing reminded me of alternative choices I hadn’t used for a long time. The upgraded parking camera was equally impressive, as it features a split screen that shows the usual rear view with active guidelines, as well as a top view with 360-degree surround visuals.

Just below the touchscreen is a nicely sorted dual-zone automatic HVAC interface, with large well-made chrome-trimmed knobs and tight fitting buttons, plus a sizeable display screen.

The driver’s seat controls provide plenty of adjustment, but I could have used a bit more reach from the telescopic steering column in order to set myself up for better comfort and control, a common problem due to having longer legs than torso. The seat itself is very supportive, cupping the small of the back nicely and providing ample side bolstering for this class of vehicle, while headroom and side-to-side spaciousness won’t likely be a problem for most body types.

It certainly wasn’t for my regular sized five-foot-eight, medium-build frame, and with the driver’s seat positioned as ideally as possible I climbed into the back to check rear roominess, only to find that I still had loads of space to move around, with about eight inches ahead of my knees, plus plenty of space under the seats for the big boots I was wearing, allowing my legs to almost fully stretch out. Likewise, there was about three and a half inches left over above my head and three next to my shoulder and the window, plus about the same from my hips to the door panel.

Other than the hard plastic door upper, that rear door panel is finished just as nicely as the one up front, while incandescent reading lamps for each outboard passenger, and large vents on the backside of the front console was about it for extras. And no I’m not forgetting to mention the rear centre armrest because there isn’t one in the traditional sense, the Rogue instead giving rear passengers the option of folding down the centre pass-through that includes dual cupholders and enough room to each side for resting arms, but its hard plastic surfacing isn’t very comfortable. Most competitors that offer both an armrest and pass-through provide a separate door for the latter, but I’d take a pass-through over a rear armrest any day, so I can hardly complain.

Another positive is the panoramic sunroof that really opens up the rear compartment from a visual perspective, while I should also point out that back seat visibility is excellent, as the side windows are tall and extend quite far toward the rear.

As accommodating as the Rogue is for passengers, it’s a cargo hauler’s dream thanks to 60/40 split seatbacks that open up the rear storage area from 1,112 litres (39.3 cubic feet) to 1,982 litres (70.0 cubic feet), making it one of the more capacious compact SUVs available. The rearmost portion is also quite flexible, its standard two-piece adjustable Divide-N-Hide shelving system starting off down on the floor, capable of being moved up in tandem to make a flat loading area when the seats are lowered, or alternatively set up higher for a shelf above a larger load below. It’s a smart, innovative cargo system that really sets the Rogue apart. This said, when the need to lower the rear seats presents itself you’ll be forced to walk around to the side doors, as Nissan doesn’t provide levers on the cargo walls to do this automatically like some others in the compact SUV segment.

Back in the driver’s seat, the Rogue gets positive marks for its excellent ride quality, overall comfort and impressive quietness. This is just another way it feels like a premium compact SUV, while its drivetrain is one of the smoothest operators in the category too. On that note, it’s probably not the ideal compact SUV for performance enthusiasts, as its sole 2.5-litre four-cylinder engine makes just 170 horsepower and 175 lb-ft of torque, while the continuously variable transmission (CVT) it comes mated to was primarily designed for smooth, silky operation over snap-to-it get-up-and-go. Nissan does include a manual mode via the shift lever, but I only used it for testing and wasn’t amused.

Just the same, the Rogue moves away smartly from stoplights, has no problem passing slower moving traffic on the highway and is a relative miser with fuel, its Transport Canada rating an estimated 9.7 L/100km in the city, 7.4 in the city and 8.7 combined with as-tested AWD, or an even thriftier 9.2 city, 7.0 highway and 8.2 combined with FWD models.

Similar to the Rogue’s straight-line performance, its comfortable suspension setup isn’t optimized towards sport, so it’s best just to sit back and enjoy the ride. Don’t get me wrong as it can snake through a set of fast-paced corners quickly enough, holding on commendably, but it just doesn’t feel as secure doing so as some others in the compact SUV segment. I don’t believe this will be much of an issue for most buyers, as all the big sellers in this class are similarly biased toward comfort.

And to tell you the truth, that’s exactly how I like my family haulers. It’s a very rare moment that I get to put a vehicle through its paces when not searching out a suitable road or track for testing purposes, as life behind the wheel is more often than not experienced amid thick, congested traffic, or at best a cruise up the highway for a weekend getaway. Therefore comfort takes priority over sport in this category, hence why the Nissan Rogue is finding so much success.

To that end the 2018 Nissan Rogue SL Platinum is a wonderful all-round people pleaser, providing performance that’s more than adequate, impressive economy, a comfortable, fully featured, spacious interior that’s big on luxury, and some pretty cool new tech. It should definitely be on your shortlist.

I’ve got a challenge for you. Take a 2018 Infiniti QX80 for a drive and then tell me why it’s not worth $20k more than the $77,350 they’re asking. My guess? You’ll soon be comparing it to full-size…

New Car Reviews

2018 Infiniti QX80 Road Test

I’ve got a challenge for you. Take a 2018 Infiniti QX80 for a drive and then tell me why it’s not worth $20k more than the $77,350 they’re asking. My guess? You’ll soon be comparing it to full-size SUV rivals from Land Rover, Lexus, and even Mercedes-Benz.

To put its price into perspective, I went onto CarCostCanada.com to size up competitive MSRPs and found out you can get into a well-equipped, impressively finished base model of the handsomely refreshed 2018 Infiniti QX80 for $32,250 less than the 2018 Lexus LX 570, $35,650 less than the Land Rover Range Rover, and $51,550 less than the base Mercedes-Benz G 550. What’s more, the QX80 is $9,190 more affordable than the 2018 Cadillac Escalade and costs $10,300 less than the new 2018 Lincoln Navigator, which should have all of us questioning whether Infiniti priced its full-size SUV too low.

To the ridiculously wealthy such pricing discrepancies won’t make one bit of difference, but value matters to smart luxury SUV shoppers trying to maximize the most from their hard-earned income. To that end the QX80 won’t disappoint, starting with a thorough mid-cycle update for 2018 that includes a redesigned grille, front fascia, hood, fenders, fender vents, and rear bumper, while its LED headlamps, LED taillights, LED fog lamps, and side indicators have been dramatically revised as well. Lastly, Infiniti rounded out the updated exterior design with new 20- and 22-inch alloy wheels, while new exterior colours include Moonstone White, Mineral Black and my tester’s Champagne Quartz, which works really well with all the new details.

Climbing inside reveals some updates to the cabin as well, including a standard contrast-stitched wrapped upper instrument panel and a new shift knob, plus a new stitched and leather-wrapped steering wheel hub/horn pad and diamond-patterned quilting for the upgraded semi-aniline leather door trim and seat inserts when opting for the Technology Package. My test model also had some beautiful high-gloss Espresso Burl hardwood trim around the steering wheel, across the dash and door panels, and down the centre stack and lower console, plus equally tasteful metal accents in key areas. The result is a cabin that looks and feels really rich, matched by high-quality materials like premium soft-touch synthetics on key surfaces including the entire door panels from top to bottom (not so with some competitors), good attention to detail, tight fitment of panels and switchgear, some of the latter finished in beautiful knurled metal, and an overall sense of solidity.

Infiniti also adds some new tech, with that just noted $8,150 Technology Package also including an Infiniti-first Smart Rear View Mirror that doubles as a wide-angle rearview camera, plus an Advanced Climate Control System (ACCS) with auto recirculation, a Plasmacluster air purifier and a Grape Polyphenol Filter, and front seat pre-crash seatbelts on the inside, while the exterior gets an Adaptive Front lighting System (AFS) with auto-leveling headlights, chrome mirror caps, the larger 22-inch wheels mentioned earlier, which are gorgeous 18-spoke forged aluminum alloys shod with 275/50R22 H-rated all-season performance tires, Hydraulic Body Motion Control to further enhance handling, Active Trace Control brake vectoring to improve at-the-limit stability, safety and performance, Infiniti’s Eco Pedal that presses back on the driver’s right foot to promote less aggressive driving (which fortunately can be turned off), and more.

The Technology Package also adds a host of advanced driving assistance systems such as Intelligent Cruise Control with Full-Speed Range, Predictive Forward Collision Warning (PFCW), Forward Emergency Braking with Pedestrian Detection, Distance Control Assist, Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP), and Backup Collision Intervention (BCI).

Even when factoring in the extra money spent on the Technology Package, the 2018 Infiniti QX80’s increased $85,500 list price rings in lower than all of the aforementioned competitors’ base prices, while a new no-cost optional interior colour treatment includes Saddle Brown with Charcoal Burl Trim, plus the QX80’s Wheat motif has been updated from low contrast to high contrast. Likewise, the Graphite grey interior gets updates too.

Surprisingly the rear entertainment system, with its dual 8.0-inch displays, two pairs of wireless headphones, remote control, aux inputs and more comes standard, as does the superb sounding Bose Cabin Surround audio system with digital 5.1 decoding, Bose Centerpoint 2 signal processing, 15 speakers and more, whereas the list of standard in-car electronics not already mentioned includes satellite radio, streaming Bluetooth audio, multiple USB charging ports, an 8.0-inch InTouch Single Display infotainment touchscreen, an Around View Monitor (AVM) with Moving Object Detection (MOD), Infiniti InTouch Navigation, Infiniti InTouch Services, Infiniti Connection telematics, voice recognition, NavTraffic with real-time traffic info, and more.

Additional standard features include underbody skid plates to protect vulnerable components while off-roading, body-colour running boards, roof rails, remote engine start, proximity access with pushbutton ignition, aluminum kick plates, power-folding, auto-dimming, heatable side mirrors with integrated turn signals, courtesy lamps and reverse tilt down, a heated leather-wrapped multi-function steering wheel, a powered steering column, auto on/off LED headlights with auto high beam assist, rain-sensing wipers, an auto-dimming centre mirror, a classy analogue clock, a HomeLink garage door opener, easy to use tri-zone automatic climate control, always appreciated front and rear parking sensors, a powered moonroof, handy two-way memory for the driver’s seat, side mirrors and steering column, a very comfortable 10-way powered driver’s seat with two-way powered lumbar support, and an eight-way powered front passenger’s seat with powered lumbar support.

Those standard seats are covered in leather upholstery, albeit not quite as soft and supple as the semi-aniline hides found in my tester, plus they’re heated and climate-controlled for all-weather comfort up front, while my tester’s optional second-row captain’s chairs also came heated, and feature a tip-up easy entry system for the third row that’s simple to operate, plus the 60/40-split third row seats are power-folding and reclining.

A powered rear liftgate is included too, as is a stainless steel rear bumper protector, an integrated Class IV tow hitch with a covered seven-pin wiring harness, tire pressure monitoring, Hill Start Assist, Trailer Sway Control, all expected active and passive safety systems, plus more. Lastly, an eight-passenger QX80 can be had for the same price.

My only complaints include a gauge cluster and an infotainment display that are a bit behind the curve. Okay I’m being generous, as the primary instruments clearly don’t measure up to the expected full colour, TFT, digital wonderment provided by most rivals. By so saying I’m not pronouncing it unfit for business. Its electroluminescent dials are actually quite lovely, while their bright background lighting can be seen in most any lighting condition. The monochromatic trip computer at centre, however, might be the oldest of its type in existence, especially when compared to the high-resolution colour TFT display in your average Honda Civic, but such issues will be taken care of in due time as seen in some of Infiniti’s more recently redesigned models. You just need to be made aware of them now, as throwback electronics can make any new vehicle seem pretty old.

In contrast the infotainment display is much better, and while not top of its class it certainly works well. The touchscreen isn’t all shiny and high-contrast as is en vogue these days, but its matte finish is nevertheless fairly high in resolution and it’s replete with a bevy of useful functions, with a split-screen of backup and overhead surround cameras, bright, clear and accurate navigation mapping, climate and audio controls, which again can be monitored by a split screen for multitasking, rear entertainment controls, driving info like an Eco Drive Report, a nice graph showing average fuel economy (at 16.6 L/100km, ugh! — the actual Transport Canada numbers are 12.2 city, 19.0 highway and 15.1 combined), one for individual tire pressure, a Performance Meter, and so on, while the various menus are filled with nice big digital buttons, some colourful and others a medium blue. I’m not a fan of Android Auto so couldn’t care less that it’s not included, but iPhone owners might wish for Apple CarPlay, which is a much better interface.

As for roominess, few people will actually need this much space. Front headroom is NBA-level tall, while you should have ample side-to-side movement as well. The driver’s seat was superbly comfortable and fully adjustable too, which when combined with the powered steering column made for an ideal fit, aiding comfort and control.

Likewise, the rear quarters are ultimately roomy and extremely well finished. Rear passengers will appreciate roof vents that extend right back to the third row, while there’s also a separate climate control interface on the backside of the front console with heated seat buttons for the second row, plus other plug-ins for the rear entertainment system, the monitors of which get mounted to the backside to the front headrests.

This seven-passenger model features a large centre console between the two second-row captain’s chairs, with its top finished in a nice hardwood veneer, this just ahead of a leather armrest covering a deep storage bin below. You can also access a secondary storage bin from a front hatch, plus two small cupholders are kept hidden below a nice wooden lid up top as well. This said the construction of the console’s base feels kind of cheap, in that it’s basically formed from a massive hard plastic shell that I found a bit disappointing for this class and price range.

On the positive, the third row is easy to access thanks to second-row seats that pop up and out of the way automatically, providing a wide walkthrough. The rearmost seats are large enough for adults too, even three across, while Infiniti provides multiple side cupholders next to rocker switches for reclining the rear seatbacks.

The cargo area is fairly large at 470 litres behind the third-row, and comes complete with a lidded floor providing some hidden storage below. The third row seats power down, albeit ever so slowly, providing up to 1,405 litres of available cargo space, and then power back up again. You need to walk around to the side doors to lay the second-row seats flat, but when you do the QX80 provides a massive 2,694 litres of load area, but with a sloped floor at centre. Also, that second-row centre console gets in the way if you have plans of hauling 4×8 sheets of building material, as it protrudes upward in the middle, so if you’re a do-it-yourselfer I’d recommend going for the eight-seater that fits a regular bench seat into the second row.

Speaking of hauling, the QX80’s standard 5.6-litre V8, good for 400 horsepower and 413 lb-ft of torque and mated to a quick-shifting seven-speed automatic transmission that powers all four wheels via Infiniti All-Mode 4WD with Snow and Tow Modes, can manage up to 8,500 lbs (3,855 kg), which is a sizeable trailer whether suited up for camping or boating.

Unfortunately I didn’t have time for either, but enjoyed the QX80’s power off the line, when passing on the open highway, and likewise appreciated the big SUV’s surprising agility through fast-paced, tight corners. It really feels like a much smaller utility when pushed hard, yet all the while it provides a truly comfortable ride thanks to plenty of suspension travel and good overall compliance.

If off-roading is your thing, take note the QX80 has at least as much 4×4 heritage as its aforementioned rivals, thanks to sharing underpinnings with Nissan’s Armada, which in turn is a rebadged Nissan Patrol, a rugged, go-anywhere SUV nameplate that’s become legendary throughout the world since it arrived on the scene in 1951. That means it’s as experienced and well respected in global off-road circles as Land Rover’s Defender, Toyota’s Land Cruiser and others, the latter forming the basis for the Lexus LX, while Mercedes’ impressive G-Class, or Gelandewagen, only dates back to 1979.

All have decades-long ties to militaries worldwide, not to mention relief organizations, policing, businesses requiring wilderness travel, etcetera, and that on- and off-road prowess can immediately be felt by driver and passengers. The QX80 is a solid, well-built vehicle first and foremost, and an impressively finished luxury SUV after that, which is all the more reason to be amazed at its highly competitive pricing.

It’s no wonder QX80 sales have experienced a major upswing lately, with this updated 2018 model having its strongest results ever in March, 2018, with 147 units sold and a year-over-year gain of 113.0 percent. The QX80 showed strength through all three months of this year’s first quarter too, with sales growth up a solid 66.4 percent, while year-over-year deliveries were still up by a significant 53.1 percent at the halfway point of the year.

Clearly, Canadians have responded well to the 2018 Infiniti QX80’s stylish new design, numerous interior refinements, continued strong performance, and particularly good value. I recommend you take up the challenge and enjoy some quality time behind the wheel.

Nissan knows a thing or two about SUVs. In fact, the Japanese brand offers more sport utilities than any other mainstream volume brand. Nissan currently offers six unique SUV models to Canadian new…

New Car Reviews

2018 Nissan Qashqai S FWD Road Test

Nissan knows a thing or two about SUVs. In fact, the Japanese brand offers more sport utilities than any other mainstream volume brand.

Nissan currently offers six unique SUV models to Canadian new car buyers, which amazingly is one model more than Toyota, Ford, Chevy or even Jeep currently had available at the time of writing, plus many more than other rivals. What’s more, its experience building SUVs goes back nearly seven decades. Therefore it only makes sense they’d come up with a solid entry-level model to back up that good name.

If you previously perused my 2017 Qashqai SL AWD road test you’d already know I’ve become a fan, and I must say this 2018 Qashqai S FWD had me even more enamoured. It’s the Nissan Micra of SUVs, and I mean that in plenty of good ways. The Qashqai is inexpensive, comfortable, solidly built, reasonably well equipped, economical, and plenty of fun to drive, which is exactly the type of small SUV that first-time or fixed-income buyers need.

Proof of this is in the pudding, or more specifically in sales numbers that do a fairly good job of showing a vehicle’s popularity, providing dealers in respective markets can allocate enough to sell. I’m guessing that Nissan Canada’s retailers haven’t experienced much in the way of Qashqai shortages as the new model has quickly jumped into first place with 3,748 units sold over the initial three months of 2018. That number makes it 414 examples more successful than the Subaru Crosstrek, plus a shocking 993 deliveries more impressive than the longtime bestselling Honda HR-V that was down 16.7 percent over the same quarter, which as you can see was also eclipsed by the little Subie SUV that saw its Q1 2018 year-over-year sales rise by a shocking 121.4 percent. Not a bad start to the year for either SUV.

The numerous keys to the new Qashqai’s success include attractive styling, strong performance, an efficient powertrain, interior comfort and quality, practicality, and generous features for the money, that last point especially true being that the Qashqai S FWD being reviewed here starts at just $19,998 plus freight and fees, as found on CarCostCanada.com (where you can access the most accurate retail pricing including invoice pricing and rebate info), making it the most affordable SUV in Canada—at least until the $17,998 Nissan Kicks arrives this summer. See what I mean about it being the Micra of SUVs?

Of course, the Kicks will soon take over that mantle in both price and size. The Qashqai is actually a bit larger than the class average despite its value proposition. It measures 4,379 millimetres (172.4 inches) from nose to tail, with a 2,647-mm (104.2-inch) wheelbase in between, while it spans 1,836 mm (72.3 inches) in width and reaches 1,587 mm (62.5 inches) from the base of its tires to the uppermost point of the roof.

As you might imagine that extra size creates more space for driver and passengers, plus it provides the most cargo space of all when the seats are laid flat at 1,730 litres (61.1 cubic feet). Its 648-litres (22.9 cubic-foot) capacity with the seats upright is impressive as well, albeit only second in the segment behind the aforementioned HR-V.

Changing gears, both figuratively and literally, a key reason my Qashqai S FWD started below $20k was its standard six-speed manual transmission. You can get the same SUV with a fully automatic continuously variable transmission (CVT), but it pushes the price up $2,700 to $22,698. The CVT comes standard in the Qashqai’s two upper trims, SV and SL, so if you want the manual you’ll need to stick with the bargain basement S FWD model. Alternatively if you want AWD you’ll need to accept the CVT, that model starting at $24,898.

The SUV I just spent a week with is the base Qashqai S FWD, optioned out with $135 Gun Metallic grey paint. Dealer added accessories aside, that’s it for extras. Still, the Qashqai S was quite livable thanks to a healthy list of standard features that includes heated power-adjustable side mirrors, a tilt and telescopic steering wheel, variable intermittent wipers, air conditioning, a 5.0-inch colour infotainment display, a rearview camera, Bluetooth phone connectivity and audio streaming, text message read and response capability, Siri Eyes Free, four-speaker AM/FM/CD/MP3/WMA audio, heatable front seats, 60/40 split-folding rear seatbacks, a cargo cover, six cargo area tie-down hooks, tire pressure monitoring with Easy Fill Tire Alert, all the expected passive and active safety features, plus more.

Walking around this stylish little SUV shows that Nissan only skimped on the wheels, 16-inch steel rims on 215/65 all-season rubber being normal for base models in this class. Nevertheless the silver metallic covers look surprisingly convincing from a distance, while I was even more impressed by the bright chromed grille and side window surrounds, the equally dazzling LED daytime running lights within the projector headlamps, the ultra-slim LED turn signals integrated into the body-colour side mirror housings, the body-colour door handles, body-colour rooftop spoiler, and the SUV’s overall classy appearance in its aforementioned coat of metallic grey.

Click the substantive switchblade-style key fob, open the door and you’re immediately greeted by a higher level of refinement than anyone could possibly expect for this pauper’s price. The front door uppers are padded and covered with high-quality premium leather-like synthetic, this premium-like surface treatment finishing off the entire dash-top as well. Additionally, the door and centre armrest get comfortable, padded, woven cloth armrests featuring contrast grey stitching, while the seat upholstery receives a similar treatment for the bolsters and an attractive wavy pattern in black and grey for the inserts.

The front and rear doors open nice and wide, making access easy. The little SUV’s height advantage over a car helps in this respect too, and I have to say Nissan does driver’s seats better than a number of others in this class as well. Despite being a base model without the SL’s powered actuation or adjustable lumbar support it was inherently comfortable, with good lower back support and excellent side bolstering.

Setting up a good driver’s position was easy, and while this might be expected this day and age, peoples’ varying body types are often overlooked. For instance, my longer legs and shorter torso means that I need more telescopic reach than some others, and a few brands aren’t too generous in this respect. Such is not a problem with the Qashqai, allowing me to fit in ideally.

The steering wheel isn’t wrapped in leather, but it’s comfortably thick and padded just the same, plus it’s shaped as if it’s pulled out of a sports car with nicely carved thumb spats and a flat bottom no less, while a cool looking metallic silver trimmed dual lower spoke flows up to visually support the two spokes just above, the one on the left side filled with high-quality audio and multifunction display buttons, and the spoke on the right receiving a simpler assortment of phone controls.

Framed behind the steering wheel is highly legible chrome-trimmed electroluminescent primary gauge cluster centered by a large colour TFT multi-information display, which once again is something only expected on a higher trim level, while a quick glance over to the piano black lacquer surfaced and chrome-adorned centre stack shows a small yet useful display audio system. It’s not a touchscreen, which made it a bit difficult for navigating between smartphone playlists and podcasts, but it was serviceable enough.

The same can be said for the nicely laid out manual HVAC interface that sits just below, while the knobs and buttons here and everywhere else were tight fitting and well damped. Still, if this example’s heater wasn’t broken the Qashqai has the worst heating system I’ve experienced in a very long time. You’ve got to crank the temperature dial all the way to the three o’clock position to even make the cabin lukewarm, and if you twist it one notch more it’ll get uncomfortably hot. There was no happy medium.

Nissan provides a USB charge port, aux plug and a 12-volt charger at the base of the centre stack, just above a tray for your cell phone, which sits right next to a chrome-trimmed electromechanical parking brake. Two-way seat heater rocker switches are positioned toward the rear of the lower console, flanking a deep bin that’s ideal for a larger smartphone. Of course, dual cupholders are integrated within the lower console too, as is a storage compartment under the centre armrest, and once again it’s all put together well and looks more upscale than the Qashqai’s entry-level price should allow for.

Nissan also houses a handy console overhead, featuring a felt-lined sunglasses holder and LED reading lights for both front occupants. Even the sunvisors are finished nicely, including the lidded vanity mirrors.

It’s normal for taller, larger drivers to shy away from the subcompact SUV class, but I think they should give the Qashqai a try, as there’s a lot of room available in every direction. The same goes for front and rear passengers, with the back compartment providing more than enough space for my medium-build five-foot-eight frame when sitting behind a driver’s seat that was set up for my height. In fact, I had about five inches remaining ahead of my knees plus loads of space to move my feet around while wearing boots. Additionally, there was about four inches left above my head and another five or so next to my shoulder and hips. I’m not going to say the rear seats were as comfortable as those up front, because that would be difficult to match, but they certainly were supportive, and even provided some side bolstering.

Back in the driver’s seat, the six-speed manual transmission lever is as nicely finished as the previously noted steering wheel, with a black lacquer trimmed shift knob, a leather-like boot, and a satin silver and black lacquered surround. Again, this could be in a premium sports car, let alone a bargain-basement subcompact SUV.

Even more importantly it’s a well-sorted gearbox too, complemented by a free revving 16-valve, DOHC, 2.0-litre four-cylinder engine making 141 horsepower and 147 lb-ft of torque. Off-the-line performance is pretty good if you get deep enough into the throttle and let the revs climb before shifting, but of course that’s not the best way to save fuel. Go easy and it’ll pay you back with a claimed 10.0 L/100km in the city, 8.1 on the highway and 9.2 combined, which seems pretty decent until seeing that the same FWD setup with the CVT gets an estimated 8.8 city, 7.3 highway and 8.1 combined. Even the AWD CVT combination does better at 9.0 city, 7.5 highway and 8.4 combined, but I certainly couldn’t complain despite Vancouver’s high pump prices.

Once the Qashqai gets up to speed it’s thoroughly engaging and fun to fling through the corners, feeling a lot more like a compact hatchback then anything traditionally SUV-like. Of course, it’s aforementioned ride height advantage and subsequent good view of the road ahead and surrounding area reminds that it’s indeed an SUV, while its expansive greenhouse leaves almost no blind spots at all, but it still drives like a little sports car in comparison to most utilities.

With such a willing engine that’s certainly fun to take to its limit, and a shifter that slips so easily into each gear, plus clutch take-up that’s just as easy and light yet positive and engaging, speed can ramp up quickly. Fortunately the Qashqai’s steering is direct and responsive too, while the little SUV’s high-speed stability is actually very good for such a small vehicle thanks to that relatively long wheelbase mentioned earlier. Likewise, braking is excellent, the Qashqai coming standard with ABS-enhanced four-wheel discs that only had to stop 1,425 kilos (3,142 lbs) of as-tested curb weight, resulting in good all-round performance that delivers way more enjoyment then its paltry price should.

That last point pretty well sums up the entire vehicle too, being that the 2018 Nissan Qashqai delivers way more of everything expected of an SUV priced so reasonably. No wonder it’s leading its class in sales.

Nissan Canada just announced that its semi-autonomous “hands-on-wheel” ProPilot Assist technology will be added to its popular Qashqai subcompact SUV later this year, likely as part of its 2019 package. …

Latest News

Nissan Qashqai to receive ProPilot Assist self-driving tech later this year

2018 Nissan Qashqai — The Qashqai will receive Nissan’s semi-autonomous ProPilot Assist driving technology later this year. (Photo: Nissan)

Nissan Canada just announced that its semi-autonomous “hands-on-wheel” ProPilot Assist technology will be added to its popular Qashqai subcompact SUV later this year, likely as part of its 2019 package.

“Nissan continues to democratize technology, bringing our most advanced systems to our highest volume models, rather than reserving them for our most expensive vehicles,” said Bert Brooks, senior manager, product planning, Nissan Canada Inc., last year when introducing the technology to the larger compact Roque. “Customers are delighted when they realize they can afford technology usually reserved for high-end, expensive luxury vehicles. Bringing unexpected value is core to the Nissan brand and our Nissan Intelligent Mobility mission.”

Nissan ProPILOT Assist technology — ProPilot Assist, shown here in the Nissan Rogue, has been set up to work on North American highways, reading our signs and programmed for our driving style. (Photo: Nissan)

ProPilot Assist controls acceleration, braking and steering during single-lane highway driving, but take note you’ll be required to remain totally alert and involved during the process, with your hands on the wheel (at least most of the time).

ProPilot Assist is well tested, with Nissan having driven more than 320,000 kilometres of North American roads using the semi-autonomous technology, the automaker stating that it was specifically designed to respond to North American road markings and driving situations.

Nissan also claims ProPilot Assist is more intuitive and user-friendly than other driver-assist technologies, and furthermore that it can help reduce driver fatigue and allow for a more confident driving experience, especially for drivers that regularly experience heavy highway traffic.

Nissan ProPILOT Assist — The bright blue ProPilot Assist button can be set just like cruise control. (Photo: Nissan)

Those looking for even more autonomy from their future cars can take heart that Nissan will be evolving ProPilot Assist to include increasing levels of autonomy in future updates, with the ability to navigate city intersections and more.

The news of ProPilot Assist on the 2019 Qashqai comes hot on the heels of January’s milestone announcement of 75,000 global ProPilot Assist sales, when Nissan USA executive vice president Daniele Schillaci added, “ProPILOT is a breakthrough technology and an important building block for fully autonomous vehicles under our Nissan Intelligent Mobility vision. It delivers a much more exciting drive, so it’s no surprise that it has received such strong, early customer acceptance. ProPILOT is another example of how we’re delivering exciting technologies today through Nissan Intelligent Mobility that will move everyone to a better world.”

Nissan plans to make ProPilot Assist available in nine more Renault-Nissan-Mitsubishi Alliance models by 2020, with North America, as well as the European, Japanese and Chinese markets, benefiting from the investment.

As noted in an earlier quote, ProPilot Assist is part of a larger technology suite dubbed Nissan Intelligent Mobility, which the automaker previously described as a “blueprint for transforming how cars are driven, powered and integrated into society.”

“The world is facing serious challenges such as climate change, traffic congestion, road fatalities and increasing air pollution,” said Brooks. “Through Nissan Intelligent Mobility, we are committed to addressing these challenges by making transportation safer, smarter, and more enjoyable. The new ProPilot Assist technology is a perfect example of how we can make drivers feel more confident and more connected to their vehicles.”

Along with the 2018 Rogue SL Platinum, ProPilot Assist is also available with the redesigned 2018 Leaf.

To find out more, check out this short explanatory video that accompanied the initial ProPilot Assist announcement as part of the 2018 Leaf:

Nissan makes one of the more stylish, technologically advanced, and all around modern mid-size pickup trucks in the world, they just don’t bring it here. The Navara, sold in Asia, Europe, and other…

New Car Reviews

2018 Nissan Frontier Crew Cab Midnight Edition Road Test

Nissan makes one of the more stylish, technologically advanced, and all around modern mid-size pickup trucks in the world, they just don’t bring it here.

The Navara, sold in Asia, Europe, and other global markets, is now in the third year of its third generation, and it still looks fresh and new. It’s so good, in fact, that it’s the basis for the new Mercedes-Benz X-Class, a luxury truck with no direct rival.

In sharp contrast the North American market soldiers on with Nissan’s particularly well-seasoned Frontier, introduced a baker’s dozen or so years ago in 2005. While still competent, a claim I’ll attempt to prove as this review unfolds, sales haven’t grown as quickly as its competitors.

Yes, despite very little in the way of upgrades since inception, the Frontier continues to find favour with plenty of Canadians, its 2017 grand total of 4,260 deliveries actually resulting in its strongest-ever calendar year. That represents a 3.2-percent gain from last year, but more significantly 43.7 percent growth over the past five years and a 97-percent increase since the year before the great recession, 2007 (using depressed 2008 sales numbers would unrealistically skew results).

How have others fared? GM, which reentered the market after a short hiatus, is now the clear leader amongst mid-size pickup truck purveyors with 14,320 Chevrolet/GMC Colorado/Canyon sales in 2017 (8,060/6,260), this representing 426.8 percent growth since 2012, the final full year of the previous generation’s availability, while sales growth since 2007 has been a more modest 29.5 percent. Toyota, which sold 12,454 Tacomas last year for a slight dip of 1.3 percent from the year prior, was the segment’s dominant sales leader up until 2015. Still, the Texan-made trucklet experienced growth of 19.7 percent within the past five years, and 31.4 percent over the decade.

The Honda Ridgeline, which was the only mid-size truck to suffer slower sales than the Frontier last year, despite its completely overhauled second-generation being the newest vehicle in the segment, grew by 76.6 percent to 4,632 units year-over-year, while its five-year gain was 118.3 percent. Even with the update, the Ridgeline’s 2017 sales weren’t able to surpass the previous generation’s first full-year high of 4,988 deliveries, while its sales growth since 2007 is just 2.5 percent.

Despite their similar 2017 sales numbers the differences between the Frontier and Ridgeline are night and day, especially when factoring in heritage. Nissan has sold compact trucks since the market segment was conceived, my family having owned multiple Datsun branded 620 series models through my formative years (I’ll always cherish the many wonderful memories spent with my dad in our light blue ’78), while the original Datsun Truck arrived on North American soil in 1958, that 220 series truck solely responsible for establishing the Japanese brand on this side of the Pacific, but take note that its own domestic market benefited from a Datsun pickup in its ranks since 1938. To be fair I should mention that Honda brought a pickup to market in 1963, but it was never sold here and therefore the brand wasn’t able to establish a faithful truck following until the Ridgeline arrived in 2005.

Loyalty is a critical ingredient to success in the truck sector, making it difficult to fathom why both Ford and Dodge (now Ram) abandoned their long-established small truck following six and seven years ago respectively. The former will soon reenter our market with the Ford Australia designed and engineered Ranger, which is currently a best-seller in many Asian markets as well as Europe, so competition within the mid-size truck segment will certainly heat up in coming years.

While it would be easy to needle Nissan about its obvious lack of investment in this class, we can simultaneously commend them for sticking it out while others have left. What’s more, a sizeable number of Canadians regularly choose to spend their hard earned money on new Frontiers, so the current model clearly has proven appeal. To back this point up yet further, combined January and February year-over-year sales were up an additional 33.1 percent from 2017 to 2018.

The fact is, the Frontier was far ahead of its time when introduced in 2005, allowing it to age well. Certainly, when put next to any of its more modern rivals the Nissan looks a bit dated from the outside and probably more so inside, but unless we start directly comparing their top-line trims it’s not as if the newer models are pampering palaces of luxury in entry-level guise.

Let’s face it. We’re talking trucks here, not luxury cars. In fact, you can get into a base 2018 Frontier for just $23,998, plus freight and fees. Before any hate mail from GM zealots starts flooding in, I realize a base Colorado starts at only $22,610 and the Canyon for $23,410, which no doubt has helped propel them up the sales charts. By comparison, the Tacoma begins life at $30,900, whereas the Ridgeline is a rarified luxury truck due to a base price of $37,290, which gives me new respect for the other two Japanese models’ sales numbers.

The unibody Ridgeline warrants its loftier base price in refinement alone, its cabin mostly pulled directly over from the near-luxury Pilot SUV. The rest of the segment is comprised of traditional body-on-frame pickup trucks, so even though the Frontier is still filled with durable hard plastic surfaces instead of soft, pliable leather-like synthetics, none of the others are either, at least at the lower end.

On that note, I’m going to guess that none of these trucks sell best in their most humble trims, the 2018 Frontier available in King Cab S, $25,548 King Cab SV, and $31,748 King Cab PRO-4X, while the Crew Cab SV starts at $32,498, my tester’s new for 2018 Crew Cab Midnight Edition trim at $35,398, the Crew Cab PRO-4X at $36,798, and top-tier Crew Cab SL at $38,898.

The base Frontier S comes similarly equipped to the rest of its truck-based alternatives, with key features including a direct-injected 2.5-litre DOHC, 16-valve, four-cylinder engine making 152 horsepower and 171 lb-ft of torque, a five-speed automatic transmission, rear-wheel drive, four-wheel disc brakes with ABS, an independent double-wishbone front suspension and leaf-spring, solid axle rear setup, 15-inch steel wheels, an extended King Cab and 1,861 mm (73.3 inch/6.1-foot) bed, a chrome grille, a partial body-colour front bumper and a full body-colour rear bumper, a locking tailgate, a cargo bed light, variable intermittent wipers, illuminated steering wheel-mounted audio controls, cruise control, air conditioning, a hands-free text messaging assistant, a RearView parking monitor (new in standard trim), Bluetooth phone connectivity with audio streaming, 5.0-inch colour display audio with AM, FM, CD, and satellite radio, speed-sensitive volume control, aux and USB ports, fabric seat upholstery, forward-facing rear flip-up seats, second-row under-seat storage, carpeted flooring, tire pressure monitoring, all the usual active and passive safety features, and more.

By comparison the GM twins offer more base power yet they charge extra for an automatic, albeit with one more forward gear, while their more modern entry-level interiors feature powered locks and windows, coloured multi-information displays (MID) within the gauge cluster, larger infotainment touchscreens, slightly better audio quality, powered driver’s seats, and unique rear bumper corner steps for ease of access to the bed. Likewise, the pricier Toyota features more power yet an optional auto with an additional forward gear, a colour MID, larger infotainment, heated front seats, and a host of advanced driver assistance systems (ADAS) such as auto high beams, adaptive cruise control, autonomous emergency braking with pedestrian detection, and lane departure alert.

While the Frontier doesn’t include any of those ADAS features, loading one up with everything available, such as auto on/off headlights, a leather-wrapped steering wheel, navigation, voice recognition, 10-speaker Rockford Fosgate audio, powered seats, leather upholstery, illuminated vanity mirrors, a garage door opener, a powered moonroof, and more, plus some popular dealer-added accessories, can nudge it over the $40k threshold, but that’s still extremely affordable when comparing it to the fully featured Tacoma that hits the road at $47,625, or the optioned out Ridgeline at $57,605, maxed Canyon at $58,365, and ultimate Colorado at $59,740. Of course, it’s impossible to compare all of these trucks directly as they offer features not available with the Frontier SL.

This mid-range Frontier Midnight Edition is more utilitarian than the SL, but I have to say it still looks good thanks to a design that’s stood the test of time, further dressed up with plenty of sporty gloss black trim in place of cheaper matte black or ritzier metal brightwork, plus fog lamps up front, black step rails and splash guards down each side, not to mention exclusive Midnight Edition blackened 18-inch alloys circled by 265/60 mud and snow all-seasons. All of this gear gets attached to the larger, more accommodating Crew Cab body, making for a handsomely rugged mid-size truck.

The Midnight Edition model’s key features include Nissan’s direct-injection 4.0-litre DOHC, 24-valve V6 making 261 horsepower and 281 lb-ft of torque, plus standard four-wheel drive with a switch-operated two-speed transfer case, hill descent control, hill start assist, a front tow hook, power door locks with auto-locking and remote access, powered windows, heated power-adjustable side mirrors, a sliding rear window, rear parking sensors, a factory-applied spray-on bedliner, Nissan’s Utili-track Channel System with four tie-down cleats, tilt steering (but no telescopic), micro-filtered dual-zone auto climate control, an auto-dimming rearview mirror, a digital compass, outside temperature display, vanity mirrors, heated front seats, two additional stereo speakers totaling six, and more.

The Midnight Edition doesn’t allow for any options packages, but you can get a sliding bed divider for $281 from the accessories catalogue, or a $350 sliding bed extender, $786 sliding toolbox, loads of trailering gear for 2,000-lb, 3,500-lb, 5,000-lb, or 6,500-lb towing capacity depending on trim, plus more.

The interior of my tester was finished in a light, soft grey, which was a pleasant change from the usual dark grey or all black attire of most trucks in this class, and while it’s a back-to-basics utility-first workhorse done in the spirit of days gone by, it’s nevertheless filled with nice design details like the artistically dimpled shroud over the primary instruments, uniquely rounded instrument panel to each side of the centre stack, and corrugated-style lower dash and glove box lid, not to mention some attractive brushed aluminum detailing on the steering wheel, down each side of the centre stack, and garnishing the gear selector. No one will mistake it for a luxury truck, but some bright chromed detailing of key components adds a smattering of bling, while the seat upholstery looked good.

More importantly those seats were extremely comfortable, and despite not having the telescopic steering wheel noted earlier, driver ergonomics are pretty good. In fact, I enjoyed my test week more than expected, partially due to memories of my early years in the auto writing business when I first came across this model and the Xterra that followed (they shared interiors), but also because everything worked well enough, while providing all necessities with few frivolities.

The primary instruments are simple white-on-black dials with a rudimentary trip computer and graphic display for rear- or four-wheel drive engagement, while the small yet efficient colour infotainment touchscreen on the centre stack featured a simple backup camera sans dynamic guidelines, the usual audio functions, phone setup, vehicle settings, and little else.

The switchgear that surrounds it was all tightly fitted and well damped, while the dials and buttons that make up the dual-zone auto HVAC system were well executed. Nissan finishes off the centre stack with a big, meaty rotating dial for selecting 2WD, 4H and 4LO, plus a row of rocker switches for the two-way heated seats, stability control, and parking sonar.

Funny thing about transmissions, it’s difficult to notice the difference between a well-sorted five-speed autobox and a six-speed unit. The five-speed automatic in the Frontier shifted smoothly, kicking down to select a lower gear quickly when called upon and moving up through its gears without commotion as speeds increased. It basically goes about its duty without issue with the big V6 following suit, punching out solid power when needed, making a wonderful snarly exhaust note when revs climb, but otherwise comfortably loping along in its highest gear to save fuel, which is rated at 15.8 L/100km in the city, 11.5 on the highway and 13.9 combined as tested, with its best-possible efficiency of 13.6 city, 10.7 highway and 12.3 combined coming from the four-cylinder with its most basic five-speed manual gearbox.

How does that compare to its peers? Both engines are thirstier than all of the mid-size trucks mentioned above, but just nominally. In other words, the amount of fuel the Toyota and Honda save will never make up for the initial savings provided by this Nissan, while the thriftiness allowed by the similarly priced base GM trucks inch them ahead in this respect.

Along with the V6 model’s strong straight-line performance, the Frontier also delivers a decent ride. Of course, generous suspension travel helps ease its way over bumps and through ruts or whatever else gets in its way, but lets not forget it’s a pretty beefy little truck with rugged off-road capability so we can’t expect it to be high on the pampering scale. This said it tooled around town well, was quite smooth on the highway thanks in part to a long wheelbase, and took to reasonably paced corners with fairly confident poise.

I mentioned a moment ago that the driver’s seat was comfortable, but neglected to comment on the rear row. When the seat in front was set up for my unusually long-legged five-foot-eight height, I had about three inches left over ahead of my knees in behind, plus about four inches over my head, while it was a bit tight from side-to-side. There’s no flip-down centre armrest in this trim, this reserved for top-line SL buyers, but a set of cupholders can be folded out from the backside of the front console, while the 60/40-split seat cushions can be flipped up and out of the way in order to reveal some useful cargo storage bins underneath, although something more akin to the full-size Titan’s optional rear flat load floor would be better, as its bins feature retractable lids that transform into large, flat, carpeted loading areas when the need to keep smaller cargo safe and dry comes into play.

As noted earlier, the newer GM trucks provide better bed access when the tailgate is lowered thanks to more innovative rear bumpers with integrated corner steps, but others make retractable steps available that work just as well, or these can be ordered from an aftermarket parts supplier. When up on the bed, the spray-on bed liner was amongst the grippiest I’ve ever experienced, which aids safety yet makes it challenging to clean. My broom wasn’t able to get all of the fallen twigs and dried leaves from under the tracks of the cargo system either, so I’d recommend you purchase a power washer for such situations. Take note the base Frontier can manage payloads of 404 kilograms (890 lbs) while upper trims are capable of 652 kg (1,440 lbs), making it a capable hauler for work and play, even if it does come up a bit short on creature comforts and convenience items.

Of course, any lack of features in the current Frontier will be remedied when its modernized replacement arrives, but for Nissan’s retailers that couldn’t come soon enough. After all, Nissan should sell more mid-size pickups than full-size, this being the usual state of affairs for an import brand, but with a recently renewed Titan in its lineup, filled with plenty of body styles, engine choices, trim levels and design options, not to mention thoroughly up-to-date electronics, it currently has the lead.

Anyone still questioning whether the full-size pickup truck market is a tough nut to crack for imports hasn’t been paying attention. Toyota has arguably done a better job than Nissan over the long haul,…

New Car Reviews

2018 Nissan Titan XD Platinum Diesel Road Test

Anyone still questioning whether the full-size pickup truck market is a tough nut to crack for imports hasn’t been paying attention.

Toyota has arguably done a better job than Nissan over the long haul, although when comparing deliveries to the big three we’re talking petite potatoes either way. Toyota sold 9,442 Tundras to 5,692 Nissan Titans in 2017, whereas Ram sent 98,465 Pickups down Canadian roads last year, General Motors improved on that number with 120,949 Chevy Silverado and GMC Sierra deliveries, and Ford once again topped the charts with 155,290 F-Series sales.

Those were the highest big three truck totals in history, while Nissan also gets kudos for selling more Titans than ever before, but despite an upturn in truck sales and Canada’s best-ever year of vehicle sales, Toyota lost a lot of half-ton ground. Why? It wouldn’t be out of the question to point fingers at the new Titan, especially when factoring in last year’s sales were up 2,466 units and the Tundra’s were down 1,922, but it could also be that loyal Toyota owners are merely waiting patiently for a long expected Tundra update, whereas equally supportive Nissan buyers were feasting on the new-for-2017 gasoline-powered half-ton Titan.

The Cummins Diesel-powered Titan XD arrived on the Canadian market for the 2016 model year, and while it did well such big heavy-half pickup trucks aren’t for everyone. Then again the Titan XD makes a lot of sense for trailer-pulling folks, whether the load is construction equipment or landscaping fill for your business, or personal recreation gear like a camper, boat or horses. The truck I tested was capable of 5,457 kilos (12,030 lbs) of trailering weight and a payload of 907 kg (2,000 lbs) (max payload is 1,143 kg/2,520 lbs), and can even be had with a Nissan-sourced fifth-wheel hitch integrated into the bed. Want to check your trailer’s lights once it’s hooked up? The Titan team has thought of everything, providing you opt for second-rung SV trim (or higher) with its standard key fob actuated trailer light tester.

My top-line XD Platinum had that familiar highway rig look thanks to copious chrome detailing, most notably across the front grille, the rear tailgate, the mirror caps, door handles, alloy wheels, and various trim bits. It’s a darkened chrome for a richer look, softened slightly by my tester’s Pearl White and taupe grey Titanium metallic two-tone effect paint, yet still pretty glitzy for the campground crowd.

Let’s face it. When driving up in a Titan you’re not going to enjoy the camaraderie of F-Series owners wandering over from the adjacent campsite to see the latest Limited, or for that matter the Silverado/Sierra bunch fawning over the newest High Country/Denali, let alone the Ram gang making googly eyes at the Laramie Limited. You’ll get the odd curious albeit wary wonderer trying to get a closer look at what’s available from the dark side, unaware the Titan is made in the U.S.A., Canton, Mississippi to be exact.

Be prepared for some deep frowns from heavy-duty Ram fans who think their HD 2500 and 3500 models have an exclusive right to Cummins Diesel power. The Columbus, Indiana company supplies both brands now, but don’t go spouting off engine output numbers or you’ll put smiles right back on their faces, being that the Titan XD Cummins Diesel doesn’t put out anywhere near the performance of the Ram HD, the domestic truck’s 7,403 kg (16,320-lb) tow rating the result of a 6.7-litre I-6 with 410 horsepower and 800 lb-ft of torque. It appears not all Cummins diesels are created equal.

Of course, the Titan XD isn’t a three-quarter or one-ton pickup truck, and therefore doesn’t need as much capability. Most should find the 310 horsepower and 555 lb-ft of torque from its DOHC, 32-valve Cummins 5.0-litre V8 equal to their requirements, while many will be just as satisfied with the 390 horsepower and 394 lb-ft of torque from the base 5.6-litre gasoline-powered V8, an engine that wasn’t available for the 2016 launch model.

On that note, Nissan Canada has made some changes for 2018. First and foremost they’ve dropped the Single Cab XD, which means there’s no longer a 4×2 variant and entry-level pricing has therefore increased from 2017’s $37,250 to $47,498 for the new base 2018 XD Crew Cab S 4×4, or $54,998 with the diesel. While plenty more now comes standard, including an extra set of doors, a second row and four-wheel drive, the new base price represents a $748 increase over last year’s identical XD Crew Cab S.

While eliminating body styles is never good for a model that was created for fighting it out in domestic full-size truck territory where variety is king, Nissan has obviously wizened to the fact it’s not going to make much headway into the Canadian commercial light truck market dominated by the big three, so the slow-selling Single Cab had to go in our smaller market (it’s still available in the U.S., as is the mid-range King Cab). The U.S. market still offers SL trim as well (it was previously second from the top), with the Canadian 2018 XD lineup now pared down to S, SV, Pro-4X, and Platinum trims, while each can be had with either gasoline or diesel powerplants.

No matter which engine you choose features are the same, but keep in mind S trim is pretty basic. Its standard pushbutton ignition is a bit of an upscale surprise, as is the dampened-assist tailgate, but bringing it back down to earth are 17-inch steel wheels, manually adjustable side mirrors, and a smallish 5.0-inch display audio system with AM/FM/CD audio. At least it gets a standard engine block heater, remote keyless entry, cloth upholstery instead of vinyl, a nice 40/20/40-split front bench seat with a flip-down armrest, a 60/40-split fold-up rear bench seat, tilt and telescopic steering, a RearView parking monitor, Bluetooth phone connectivity with audio streaming, aux and USB ports, six-speaker stereo, overhead LED cargo bed lights, hill start assist, tire pressure monitoring, and more.

The move up to SV, which costs $52,098 with gas or $59,598 with diesel, swaps out the S model’s basic looking black grille, front and rear bumpers, mirrors and door handles for chrome, while also adding fancier manually-extendable tow mirrors with power-adjustment, heat, integrated turn signal indicators and puddle lights, carpeting instead of Easy Clean Vinyl flooring, an Advanced Drive-Assist Display within the gauge cluster, a larger 7.0-inch colour infotainment touchscreen, satellite radio, a front overhead storage console, skid plates for the oil pan and fuel tank, trailer sway control, a Class IV tow hitch receiver with four-pin/seven-pin wiring, a trailer brake controller and the aforementioned trailer light check, an integrated gooseneck hitch, and front tow hooks.

The Pro-4X, at $60,598 with gas or $68,098 with diesel, is Nissan’s sport truck with body-colour paint where chrome would normally go, a nicer cabin featuring embroidered and contrast-stitched upholstery, lots of satin-silver interior trim, and higher-end features like auto on/off signature LED headlights, LED daytime running lights, fog lights, proximity access, a leather-wrapped steering wheel, rain sensing wipers, heatable front bucket seats, a front centre console, an eight-way power-adjustable driver’s seat with powered lumbar support, a four-way powered front passenger’s seat, dual-zone auto climate control, navigation, voice recognition, Siri Eyes Free, NissanConnect Mobile Apps, SiriusXM Traffic and Travel Link, 12-speaker Rockford Fosgate audio, front and rear parking sensors, blindspot warning with rear cross-traffic alert, a centre console-mounted 110-volt power outlet, rear A/C vents, and a power-sliding back window.

Additional handy Pro-4X conveniences include a lockable rear seat cargo organizer, a rear flat load floor with rear wall tie-down hooks, an electronic tailgate lock, a rear utility bed step, a factory-applied spray-on bedliner, LED under-rail bed and tailgate area lighting, Nissan’s Utili-track Channel System with four tie-down cleats, and a bed-mounted 110-volt AC power outlet, not to mention unique trim-specific off-road equipment such as its electronically-controlled locking rear differential, hill descent control, Bilstein performance shocks, 18-inch alloys wrapped in beefy all-terrain tires, and yet more skid plates for the transfer case and lower radiator.

Much of the Pro-4X’ non-sport/off-road related gear gets pulled up to top-line Platinum trim, which starts at $70,998 for the gasoline model and $78,498 for the diesel, and then is added upon with niceties like a chrome exhaust finisher, illuminated running boards, remote engine start with Nissan’s Intelligent Climate Control, metallic kick plates, a heatable steering wheel rim, a powered tilt and telescopic steering column, memory for that steering column, the driver’s seat, and side mirrors, auto-dimming rearview and side mirrors, the latter with reverse tilt-down, a HomeLink universal garage door opener, a 360-degree AroundView parking monitor, NissanConnect/SiriusXM Services, premium leather upholstery, climate-controlled (cooled) front seats, heatable rear outboard seats, and more.

All of these upscale features come in a cabin that’s finished very well, with more soft touch synthetic surfaces than a fully loaded F-Series or Tundra, yet not quite as much as provided by top-line Ram or GM trucks. Where my previous Pro-4X tester was filled with cold hard blacks, whites and silvers, the Platinum gets warm brown tones with stylish orange threading and authentic looking open-pore woodgrain tastefully applied in key areas. The seat upholstery was quite stunning actually, trimmed in a lighter camel brown on the bolsters plus a darker perforated and quilted brown leather at centre, while the driver’s multi-adjustable capability made it especially comfortable, and the steering column’s extensive power reach allowed for ideal ergonomics.

Ahead of that steering wheel is a classy looking two-dial analogue gauge cluster featuring a fairly large colour multi-information display in between. Over on the centre stack, the infotainment touchscreen incorporates an excellent split-screen parking monitor with a traditional rearview camera on the left and an overhead 360-degree view to the right. The navigation system proved easy to use and accurate as well, while that Rockford Fosgate audio system mentioned earlier definitely cranked out the tunes. Overall, the centre stack is well laid out and all of the switchgear quality was on par for the class, but nothing to write home about.

Storage is worthy of a quick note, mind you. Up front are the usual cupholders, but take note they slide back and forth above a large open bin that’s filled with a removable rubber mat for easy cleaning, while the leather armrest/bin cover just behind sits above another large and accommodating bin with its own removable tray, not to mention various connectors, while an aux plug, USB port, and 12-volt charger take care of devices at the base of the dash. As good as that sounds, this truck could use more USB ports and even a wireless charging pad to keep it current. I appreciated the sunglasses storage in the overhead console just the same, despite its strangely oversized nosepiece holder that caused eyewear to flop around inside, a Nissan brand-wide oddity.

I was impressed with the rear seating area as well. While it’s large and spacious for passengers, the seatbacks also fold flat to store items on top, although flipping them upwards and then folding out the aforementioned rear flat load floor’s carpeted extension is even more useful. It provides a large flat loading area where the seats had been, perfect for storing your belongings safely inside when traveling or on the job site.

Those side steps mentioned earlier make climbing up to reach over the box walls into the back quite easy, but clambering up to the standard bed when the tailgate is lowered would be difficult for someone small of stature or on in years. Nissan only provides a tiny patch of hard plastic at each corner of the bumper to rest the tip of your boot before swinging upwards, which as anyone who’s lived with trucks knows is a painful slip and fall waiting to happen. Fortunately the kick-down utility bed steps mentioned earlier provide good stable support for climbing up to the tailgate, yet these aren’t part of the standard Titan XD package, which means both import manufacturers really need to catch up to the domestics when it comes to standard bed access, GM especially good in that it provides standard steps integrated within the corners of its rear bumpers.

The bed rail system noted earlier works well for tying down cargo, but when it comes time to clean up it’s very challenging to get sticks and debris out from underneath each rail with a regular broom. Likewise the spray-in bedliner was like sandpaper, holding firm to flakes of grass, twigs, and all the other things that get attached after hauling a load or simply parking under a tree, so I’d recommend investing in a power washer if you like to keep your rig clean. Fortunately the grippy surface is an ultra-safe way to make sure you don’t slip and fall in the rain, so I shouldn’t complain.

Whether you’re jumping around on the bed, slamming the tailgate shut, doing likewise to the doors, or driving over bumps and dips, the Titan feels as solid as half-ton pickups get, with zero wiggles or creaks in the cabin or anywhere else. It helped that no sunroof was included, which I thought was a bit strange in a top-line truck. This wouldn’t be an issue if Nissan made one available, but alas sun worshipers and stargazers will have to choose another brand if they want a glass roof overhead.

The Titan also comes up short on advanced driver assistance systems, such as forward collision warning, autonomous emergency braking, lane keeping assist, adaptive cruise control, auto high beams, and the list goes on. Nissan has all of the above and much more in its parts bin, but so far these haven’t made it to this Titan XD or the lighter weight Titan.

Working to the Titan XD’s advantage is a wonderfully smooth ride, rock steady high-speed cruising ability, and decent at the limit handling, which are all important in a truck with such immediate and plentiful performance. Yes, its big Cummins V8 gets up and goes with gusto, its Aisin-sourced six-speed automatic one gear off the pace when compared to the gasoline-powered Titan, and more so when put up against its domestic rivals, but still a smooth operator and reasonably quick through the cogs. I didn’t get to play with the XD in the mud either, so no opportunity to test its four-wheel drive, which incidentally uses a switch-operated two-speed transfer case. I tested its basic functions on pavement, and can attest to its ultra-easy actuation from 2Hi to 4Hi and 4Lo modes via a dial on the instrument panel, but that’s about it.

Considering its heavy-half, five-eighths capability you shouldn’t expect the same level of performance found in the lighter Titan or one of its half-ton peers, nor will you find its ride as smooth as either, but then again it’s a bit less of a bruiser than its domestic three-quarter and one-ton rivals, finding a happy medium between the two classes. Also, its double-wishbone front suspension and solid axle/multi-leaf rear setup with stabilizer bars at both ends is more traditional than the coil-sprung Ram, although the Titan’s classic setup is preferred by most towing and hauling fans.

The Titan XD Diesel manages impressive fuel economy too, although being larger than its half-ton sibling it qualifies as a commercial truck and therefore doesn’t need to report mileage info. I can’t even give you an official guestimate by converting U.S. specs to metric, because the same non-rules are in effect there. After my week’s near equal city/highway driving, most of which was easy-going in order to save fuel (I was responsible for filling it up after all), I achieved an average of 13.4 L/100km. That’s very good, but of course expected from an advanced turbo-diesel pulling nothing but its own bodyweight. Factor in that diesel fuel is regularly priced about 20 cents less than regular unleaded in my part of the woods, and that the pricier petrol was hitting $1.55 at some stations last weekend, and then calculate that a diesel-powered vehicle can travel up to 30-percent farther on a tank of fuel, the Titan XD makes a lot of sense even with its $7,500 upcharge.

Whether or not the Titan is capable of pulling its own weight from a business case perspective is still open to question. It’s certainly finding new buyers at a rapid rate, and despite lagging behind the Tundra and all domestics in sales, it’s a stronger seller than some other Nissan models and most Infinitis, while its long-term potential is too good to pass up.

No other vehicle class in Canada boasts models selling into six-figure territory, not to mention the near seven figures Ford’s F-Series achieves south of the 49th. That’s why Nissan and Toyota stepped into the full-size pickup arena in the first place, and why they’ll likely stick it out over the long haul. Just the same, automakers like Hyundai and Volkswagen might want to hold back before entering the fray, as the cards are stacked against success in this segment. It’s not just about building a worthy full-size pickup truck contender, as Nissan has learned, because breaking through brand loyalty barriers has proven difficult enough for those already steeped in compact pickup heritage, let alone carmakers that have never offered a serious truck in our market.

The Titan might be the most credible import offering to date, hitting at the core of the full-size half-ton market, and even creating its own unique niche by taking a half-step up on every competitor with this innovative five-eighths, heavy-half Titan XD. Now with a more complete line of engines, it’s a force to be reckoned with and therefore should slowly, steadily pull buyers into its alternative camp.

After achieving its best sales results ever in 2017, Nissan Canada has yet another sales milestone to celebrate, albeit this one is a global affair. The Leaf, which was the first mass-produced plug-in…

Latest News

Best-selling Nissan Leaf passes 300,000-unit benchmark

The all-new redesigned 2018 Nissan Leaf should increase its sales growth even further. (Photo: Nissan)

After achieving its best sales results ever in 2017, Nissan Canada has yet another sales milestone to celebrate, albeit this one is a global affair.

The Leaf, which was the first mass-produced plug-in electric vehicle when it went on sale in 2010 and has since become the world’s best-selling EV as well, surpassed the 300,000-unit delivery benchmark.

This is an impressive feat for a dedicated EV that’s only been on the market for eight years, no doubt most recently spurred on by the totally redesigned second-generation 2018 model that launched in Japan and some other markets in September of last year.

“These numbers prove that the Nissan LEAF remains the most advanced car in the world, with the widest reach and the greatest availability,” said Nissan Executive Vice President Daniele Schillaci. “The new Nissan LEAF is the icon of Nissan Intelligent Mobility because it delivers an even more exciting drive and enhanced ownership experience and contributes to a better world. It will take Nissan’s EV leadership even further.”

The “Intelligent Mobility” Schillaci speaks of is the Leaf’s ProPILOT Assist and ProPILOT Park technologies, a suite of semi-autonomous advanced driving assistance systems that would have the ability completely take control of the Leaf’s steering wheel and other driving functions if our laws allowed for fully autonomous driving.

The new 2018 Leaf, boasting styling that’s arguably more appealing to the masses than its predecessor, is also a more powerful car with much greater EV range of 241 kilometers from a single charge, while its $35,998 MSRP makes it thousands more affordable than competitors with similar capability.

What’s more, the new Leaf’s five-passenger compact volume continues to be more accommodating than key rivals, while its increased cargo capacity, now measuring 668 litres, improves its load hauling capability over the outgoing model as well as EV challengers.

Standard features with base S trim include auto on/off LED headlights with LED signature daytime running lights, proximity-sensing keyless access, pushbutton ignition, a 7.0-inch colour TFT configurable gauge cluster, automatic climate control, a 5.0-inch infotainment touchscreen, a rearview parking monitor, Bluetooth phone connectivity with audio streaming, hands-free text message assist, satellite radio, a USB port, a heatable steering wheel, heated front and rear seats, a quick charging port, a portable charging cable, automatic emergency braking, Nissan’s e-Pedal that pushes back on your right foot as a reminder to drive more conscientiously, and more.

Mid-range SV trim, which starts at $39,598 plus freight and fees, adds fog lamps, 17-inch machine-finished alloy wheels, a larger 7.0-inch touchscreen with NissanConnect, voice recognition, Apple CarPlay, Android Auto, navigation, NissanConnect EV telematics allowing for remote connection from your smartphone, auto high beams, adaptive cruise control, ProPILOT Assist, upgraded intelligent emergency braking with pedestrian detection, blindspot warning, lane departure warning and intervention, rear cross traffic alert, an auto-dimming rearview mirror, a universal garage door opener, a leather-wrapped steering wheel, an eight-way powered driver’s seat with two-way lumbar support, a cargo cover, and more.

Lastly, top-line SL trim that starts at $41,998, includes standard leather upholstery, an Intelligent Around View Monitor with moving object detection, a driver alert system, a seven-speaker Bose audio upgrade, side mirrors with integrated turn signals, and more.

The new Leaf, which will be sold in more than 60 markets worldwide, is now available throughout Nissan’s Canadian dealership network.

If you’ve ever traveled to some of the less developed regions of the world, from parts of Africa and Middle East to Central and South America plus much of Asia, Nissan’s Patrol is part of the landscape.…

New Car Reviews

2018 Nissan Armada Platinum Reserve Road Test

If you’ve ever traveled to some of the less developed regions of the world, from parts of Africa and Middle East to Central and South America plus much of Asia, Nissan’s Patrol is part of the landscape. It’s a regular sight on 24-hour news channels as a vehicle of choice in troubled war-torn areas too, albeit painted white with big UN decals on each side, the rugged Nissan SUV capable of going just about anywhere. In fact, in most other jurisdictions the Patrol is as legendary as Toyota’s Land Cruiser, but for reasons unknown it’s never been imported to North America, until recently that is.

If you haven’t already seen one, meet the Nissan Patrol, a.k.a. Armada. In my second home of Manila, Philippines (actually Antipolo, a suburb just east of the city core), the previous generation is still sold as the Patrol Super Safari, whereas this more luxurious version is dubbed Patrol Royale. Most other markets merely sell the new Patrol in various states of trim, just like we do under the Armada nameplate.

Our previous Armada was based on the first-generation Titan pickup truck, which meant it was built at Nissan’s Canton, Mississippi production facility instead of Yukuhashi, Japan, where the new one has been fabricated alongside Infiniti’s version, dubbed QX80, since 2016. To be clear, the current sixth-generation Patrol has been around since 2010, when the Infiniti version arrived on our market as well, while previous Patrols date back to 1951. For this reason I believe Nissan missed an opportunity to rebrand the Armada as the Patrol here in North America, which would have allowed it to tie 65 years (now 67) of heritage into its marketing efforts, but alas they never asked for my opinion.

In similar fashion I can only speak for myself by saying I not only like the looks of the new Armada more than the outgoing model, but also prefer its tougher more truck-like design to the ritzier, more refined QX80. Then again this sentiment changes depending on the day of the week as I quite like both, but on the whole I tend to lean toward rugged, utilitarian styling in my SUVs, rather than elegance. To each ones own, but at least my preference saves money.

The 2018 Armada starts at just $64,998 compared to $75,650 for the 2018 QX80, and while there’s plenty to justify the $10k and change requested for the premium-branded utility, the Armada is nothing to scoff at. This is especially true with my top-line $74,998 Platinum Reserve tester that comes pretty close to matching lower-end QX80s as well as other premium SUVs.

Platinum Reserve trim is new for 2018, last year’s highest echelon of Nissan SUV goodness being the Platinum that I also reviewed here. This “Reserve” badged Armada differentiates itself by adding a stealthier dark chrome to the grille, side mirror caps, door handles, and wheels for a richer look overall, while the interior gains attractive two-tone leather upholstery featuring unique square-quilted perforated inserts and orange contrast stitching on the bolsters, headrests, armrests and most everywhere else leather is applied, as well as authentic looking and feeling matte open-pore woodgrain in key areas around the cabin, not to mention second-row captain’s chairs surrounding a padded centre console trimmed in the same realistic faux wood, black lacquer and leather. It’s certainly a premium experience, and more so than the majority of its competitors.

Weaknesses? The tiny monochromatic multi-information display between the analogue dials of the otherwise attractive primary gauge cluster needs updating, while some of the switchgear could be criticized for being a bit dated in design. Still, it’s all very well put together, the composite materials quite dense and solid feeling, the damping near perfect, with no sloppy wiggle at all for any of the buttons or knobs. Speaking of those rotating controllers, they’re all beautifully finished in metal, some even knurled around their edges for an elegant look and easy grip.

My tester was finished in a beautiful Hermosa Blue metallic contrasted by a lovely Black/Brown cabin motif, but this in mind exterior alternative colour combinations are few with just Superb Black and Pearl White next to the same charcoal and chocolate interior theme, which makes sense in a market as small as ours. Then again, the 10-times-larger U.S. market only adds Forged Copper that we dropped last year, with no additions to interior colourways.

Speaking of our small market (which set a record for growth last year, instead of falling backward like auto sales did in the U.S.), I was surprised to learn that a total of 1,105 Armadas drove off Nissan Canada dealer lots last year, which puts the SUV up a shocking 54.3 percent from calendar 2016 to 2017. Only Chevy’s Tahoe, GMC’s Yukon, and Toyota’s Sequoia saw gains over the same 12 months, but their respective 1.6-, 15.7- and 8.3-percent growth paled in comparison to the Armada’s, while the Chevy Suburban and Ford Expedition actually lost ground by 3.5 and 14.1 percent apiece.

Some could argue the Armada only had one way to go, up, because its sales are significantly lower than the domestic producers, with Ford still number one despite its tumble to 3,204 units, Chevy’s collective Tahoe/Suburban sales of 3,110/2,096 at 5,206, and GMC’s Yukon/Yukon XL deliveries of 3,514/2,788 totaling 6,302 units (basically GM clobbered everyone in the mainstream volume-branded full-size SUV segment with 11,508 units), but Nissan nevertheless sold 350 more units than its Japanese rival, leaving Toyota dead last.

I’m going to guess the majority buying into this class go full load, or at the very least buck up for $71,498 Platinum trim with respect to the Armada. Most everything that comes standard with the Platinum gets raised up to Platinum Reserve trim as well, which means it gets double-stitched leather door trim, heated and ventilated front seats, Nissan’s new Intelligent Rear View Mirror (more on that in a moment), lane departure warning with mitigating assist, blindspot intervention, a rear entertainment system with dual 8.0-inch monitors, a DVD player, remote, two wireless headphones, and audio/video input jacks, plus more.

This all comes on top of an SUV that could easily pass as a premium model thanks to standard features like 20-inch alloys, signature-enhanced LED headlamps, fog lights, power-folding, auto-dimming, heated side mirrors with integrated turn signals and puddle lights, remote start, proximity access, pushbutton ignition, adaptive cruise control, rain-sensing wipers, a power-adjustable steering column, a heated leather-wrapped steering wheel, an auto-dimming rearview mirror, a HomeLink garage door opener, dual-zone auto climate control, rear air conditioning with second-row controls, an 8.0-inch infotainment touchscreen with a 360-degree surround parking monitor featuring Moving Object Detection (and even a front camera that provides multiple viewpoints), navigation with detailed mapping (that was perfectly accurate each time I used it), SiriusXM NavTraffic and NavWeather, 13-speaker Bose audio, satellite radio, a household-style 120-volt AC power outlet, a powered glass moonroof, front and rear parking sensors, 10-way powered driver’s and 8-way powered front passenger’s seats with lumbar support, memory for the driver’s seat, steering wheel and side mirrors, leather upholstery, wood-tone trim, heated front and second-row outboard seats, a powered liftgate, a (very handy yet painfully slow) powered 60/40-split third row, and much more.

Some standard features not yet mentioned that are new for 2018 include a totally revised infotainment interface design that’s more graphically appealing, plus it now includes NissanConnect services, enhanced voice recognition, hands-free text messaging, and there’s now a total of four USB ports throughout the cabin.

Additionally, the Intelligent Rear View Mirror I mentioned earlier can either be used as a regular mirror or a rear-facing camera capable of providing obstruction-free visibility out the back. This is a first in an SUV from a non-luxury brand, and it works well for the most part. Then again it makes cars appear much closer than they really are. For instance, you’ll only see the roof of a small compact car if it pulls up behind you at a stoplight, making it seem as if it’s parked underneath your bumper.

I’d like to see Nissan rework the Intelligent Rear View Mirror to help when hooking up a trailer, as towing is the Armada’s forte. The big SUV comes standard with a tow hitch receiver as well as a seven-pin wiring harness plus trailer brake pre-wiring, allowing up to 3,855 kilos (8,500 lbs) of towing capacity thanks to its substantive girth and the beefy 5.6-litre V8 under hood, which makes a sizeable 390 horsepower and 394 lb-ft of torque.

It launches quickly off the line due in part to low initial gearing of its seven-speed automatic, while shift lever-actuated manual mode provides a modicum of sportiness. Still, fun as it is to stomp on when taking off and immediately reactive when all four wheels bite into tarmac, gravel, dirt, sand, or just about any other type of ground surface, the Armada is more about comfort than sport.

It truly has a nice ride, which isn’t uncommon amongst premium truck-based SUVs due to their long suspension travel and deep tire sidewalls. The Armada is designed to be comfortable when rock crawling after all, so it’s hardly upset by minor pavement irregularities. In fact, it tracks well around fast-paced corners, not as brilliantly as the QX80, but adeptly enough. It’s an SUV you can drive fast without worrying too much about its tall, obviously high centre of gravity, but you’ll probably want to keep this in check for more than just safety reasons.

Digging too deeply into the throttle may impact your fuel budget more than you’d like, as its 17.5 L/100km city, 12.8 highway and 15.4 combined five-cycle Transport Canada rating is sobering to say the least. Still, it’s friendlier on regular unleaded than the Sequoia and similarly powered GM SUVs, with only the less potent GMs and Ford’s turbocharged V6-powered Expedition providing a substantial gain in efficiency.

I’m going to guess that comfort is more important to Armada buyers than fuel economy, and to that end its front seats are wonderfully accommodating and thoroughly supportive while I had no trouble adjusting them, along with the powered steering column, for an ideal driving position. Part of the Armada’s advantage is a near unparalleled view over surrounding traffic. Visibility is great for rear passengers too, while the second-row captain’s chairs provide comfort that neared those up front, plus more room in every direction than I needed to measure. Likewise the third row is accommodating, providing ample legroom, headroom and width, yet was a bit limiting for foot space, which means the Armada can carry seven as configured or eight in lesser trims.

Likewise you can load it up with most of life’s gear thanks to 470 litres (16.6 cubic feet) of cargo capacity behind the third row, 1,494 litres (49.6 cubic feet) behind the second row and 2,692 litres (95.1 cubic feet) when both rear rows are laid flat, plus additional storage can be found under the load floor. The Armada might be the ultimate camping companion, not to mention the perfect choice for hitting the hardware store after dropping the kids off at school.

Ok, it’s neither the largest in its class nor the most versatile, but it’s one of the most luxurious from a mainstream volume brand and one of the best performers, while this year’s enhanced infotainment system and other updates will help extend its shelf life a little longer. The Armada is also one of the best values when comparing full-size SUVs feature for feature, which is just one more reason you should consider it.

News & Reviews- Tag: Nissan

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