Buying a used Nissan Maxima (2003-2009)

Maximas first came to Australia in 1990, providing a replacement for the locally-made Skyline that was 12 months away from oblivion. The front-wheel drive, 3.0-litre was roomy and well equipped with appeal to conservative buyers who might previously have bought Hondas or an upmarket Magna.

In 2003, a completely restyled and mechanically superior Maxima J31 model was launched. At $39,990 the entry-level ST-L cost only $3000 more than the basic ‘M’ version that appeared 13 years earlier.

The new shape was spectacular, especially when viewed alongside the jelly-mould blandness of a 1990s car. Huge headlights modernised the nose but it was the profile that had conservative buyers a little shocked. Once inside though, they realised that the swooping roof-line had minimal effect on the J31’s ability to provide comfortable and spacious accommodation front or rear.

The wheels were bigger, with 17-inch alloys even on the basic ST-L model and climate-control A/C standard. So too was a CD player, cruise control and trip computer with a mid-dash screen plus a chunky, leather-bound wheel. Extra air-bags came as part of a $1000 ‘Safety Pack’.

Spending $6000 more would buy a Ti with leather seat trim, an electric sunroof, power adjustment for both front seats, an improved sound system and side air-bags.

Topping the tree was the Ti-L -- for ‘Luxury’ -- which cost almost $49,000. Having delved into almost every crevice of the parts bin when equipping the Ti, Nissan didn’t have a lot of goodies left but it did find a space for a DVD player with roof-mounted screen, rear parking sensors and some added embellishment.

Most significant among the Maxima’s engineering improvements was a 3.5-litre V6 engine borrowed from the 350Z but downgraded by 30kW when adapted to a front-wheel-drive application. The remaining 170kW still provided solid performance and enough torque to mask the deficiencies of a transmission in need of updating.

That came in 2006 with the introduction of Nissan’s six-speed constantly-variable automatic. An ST-L with the new tranny remained at $39,990 but sales that continued to decline saw that slashed in 2007 to just $34,990. The Ti began at $44,990 then it too dropped to $39,990. There was no longer a need for the Ti-L so it disappeared.

The swoopy shape was retained but there was a slightly revised grille, new bumper and elongated fog-light/indicator pods. Chrome accents were used on bumpers of the higher-spec cars.

Plushness reigned across every model in the post-2005 Maxima range. Leather trim was standard in the ST-L, as was a full range of air-bags. Ti versions kept their electric sunroof and six-stacker CD system while gaining the Ti-L’s parking sensors and DVD screen.

Those who liked the huge slabs of fake timber that decorated early-model interiors were disappointed to find them replaced by faux-metal.

All of this price slashing hurt people who were trying to trade 2004-06 cars and its effect can still be seen in the used market.

Even four-speed cars are quick enough to be enjoyable, but any Maxima owner needs to be mindful of chassis deficiencies.

The suspension works well under most conditions and delivers an excellent ride. It can lose composure when finding a series of a bumps mid-way through a bend or encountering corrugations which can elicit a disturbing response from the VSC.

Unless the road is streaming wet, also test a car with stability control deactivated. If media test-drivers were right -- and brief exploration in a used ST-L suggests they are -- the car feels and behaves more predictably than with the electronic ‘nanny’ deployed.

Another factor is an inadequate amount of rubber on the road for a car of this size. If you get the chance, try to drive one with slightly larger rims and lower profile rubber.

ST-Ls have nicely-shaped cloth-trimmed seats with electric adjustment. Those with leather may feel softer and a bit lacking in lateral grip. Delivering a clean and unobstructed console meant employing an old-fashioned and clunky foot-operated parking brake.

Vision in most directions is excellent and not too bad even through the steeply-raked rear window. The roof looks low but it doesn’t impede access to the well-shaped rear seat which had loads of leg-room. The boot is huge and conceals a full-sized spare wheel but the seat back has just a small ‘ski-port’ .

The 3.5-litre engine is willing and delivers loads of torque at moderate engine speeds. Even with the older four-speed transmission, it’s smooth and delivers good acceleration.

Four-speed cars got below eight seconds for the 0-100km/h sprint and were outstanding in the mid-range. Because second gear could be held to 130km/h, the 80-120km/h overtaking increment took only 4.6 seconds.

Switching to a CVT version may feel strange because it doesn’t have discernable shift points. It means trusting the transmission to respond to what’s happening in the driver’s footwell and in the vast majority of instances it is excellent. Overseas performance tests recorded spectacular acceleration times (6.5 seconds for 0-100km/h in one instance) but this pace hasn’t been matched locally. Nonetheless, the CVT Maxima is still a quick car.

Greater efficiency means it also uses less fuel. The four-speed J31 averaged 12.5L/100km but a CVT will get into the 9.0-10.5L/100km range. Premium fuel is mandatory in all J31s.

For a car of its size and with so many safety devices including front and curtain air-bags, an ANCAP assessment of four stars is disappointing. In offset testing the ‘A’ pillar moved further into the driver’s space than was desirable but the most hazardous protrusion was the parking brake pedal which had potential to inflict serious lower-leg injury.

<<Driveshaft oil leaks and damaged boots can wreck constant-velocity joints. When worn these clatter under hard acceleration.

<< Engines perched on top of their transmission make for complex maintenance. Major services including fluid changes in CVT cars cost 30 per cent more than for the older four-speed and some components can’t be replaced without significant dismantling. Consult a dealer or specialist repairer for typical costs before deciding to buy.

<< Brake disc rotors can last 80,000 kilometres but high km cars might be onto their second or perhaps third set of fronts. The brakes are durable but if light pressure produces a pulsing pedal the rotors need a skim or perhaps replacement due to warping.

<< Australian cars don’t seem to suffer the same degree of seat motor problems experienced by those in the Northern Hemisphere. However, check both seats to ensure they move freely in all directions.

<< Test the parking brake a few times to ensure it holds the car without needing ridiculous pressure and releases easily.