Nissan's mid-range SUV, due here next year, is already on sale in the US. Conor Twomey tests the Murano's mettle
Two years I've been a member of my gym and yet, apart from the odd trip to squash court, I almost never go there. The hundred-odd machines and 25-metre pool which impressed me so much when I joined have never felt my sweaty palm, nor have the tennis courts and weights room ever had the pleasure of my wheezing company.
Yet I somehow feel healthier knowing I'm a member, fitter in the knowledge I can work-out whenever I want. And I suppose that's the same rationale that makes so many people buy off-roaders. If the need ever arises, they can explore the Serengeti. The thing is, the need never really arises.
The Nissan Murano was designed specifically for the American market for those buyers who like the go-anywhere looks and image of an SUV, but don't need the Grand Canyon-crossing hardware or the wallet-draining, single-digit mpg figures. Many people don't like the way SUVs drive either, which is why the Murano is built on a lightweight version of the Nissan Altima platform, with independent suspension and a sophisticated multi-link rear set-up.
There's only one engine option in the US, the 3.5-litre V6 found in the Nissan 350Z coupled to a continuously variable transmission (CVT) with the option of front or four-wheel-drive. The AWD models, though, are front-drivers most of the time until sensors detect a loss of traction, and torque is then sent to the rear.
And all this is wrapped in a compact, sculpted shape that is both appealing and original, but with just enough SUV styling cues to make it look tough. Actually, it looks kind of mean, a bit like the shark that tried to eat Nemo.
Love it or hate it, there's no denying it will turn heads on European streets when it arrives later this year.
The Murano's interior is less extrovert than the exterior, with a sporty feel to its modern dashboard. The instrument binnacle is similar in design to the one found in the 350Z, although it isn't attached to the steering column, which is a shame. The steering itself tilts but isn't telescopic, making it tough to get the pedals/steering/dials relationship to my preference, though a lack of fitness and muscle suppleness could also be partially to blame.
While I'm whingeing, the control panel is also a little busy with too many buttons and screen icons to contend with.
The seats are comfortable and supportive, however, and the adjustable rear seats offer acceptable space and support. The boot is plenty big enough for all the rock-climbing gear you might have, too, and overall the interior seems well screwed together with mostly high-quality materials.
European Muranos are likely to get the manual-mode CVT transmission as standard, which creates six artificial "gears" to give the impression of a sequential gearbox. My test car didn't have this feature but, to be honest, the standard transmission is so good I can't see people using it much anyway.
The seamless CVT reacts almost instantly to throttle inputs, dialling in the right amount of revs depending on the acceleration required by the driver.
Stomping on the accelerator doesn't bounce the engine off the rev-limiter, as with CVTs of old, but instead pumps revs up to a more useful 4,500 rpm before transferring power to the wheels. Except for the fact that there's no jerkiness, it actually feels like a regular automatic.
Under normal, light conditions, the CVT keeps revs low, using the engine's ample torque to improve refinement and fuel consumption, though this can cause it to lose speed quickly on hills.
The 3.5-litre V6 might be detuned slightly to 245 bhp, but it's still a strong performer and its sporty nature is well suited to the Murano's capable and relatively agile chassis.
European versions are expected to get a firmer set-up than US models, but hopefully they won't go overboard. The ride quality is plenty firm enough as it is and the handling is already pretty impressive for such a tall vehicle on big tyres.
The Murano grips impressively and body roll is well suppressed, while the steering is as quick, and offers as much feel, as the best in its class. Even when it's being hustled, the Murano remains composed and stable, a feeling compounded by strong all-round disc brakes with ABS, Brake Assist and EBD.
A fine crossover SUV-car type thing the Murano might be, but it's not going to be cheap - and, despite its fancy CVT transmission, it's fond of a drop too. It costs around the same as a 350Z here in the US, which could mean a price tag close to €60,000 when it comes to Ireland early in 2005. You might have to cut back on a few of life's extras to own one and run one, so the first to go will be that gym membership I'm afraid. Bummer.