Nissan Murano Ti 2009 Review - International

Nissan Murano Ti

Road Test

Price Guide (recommended price before statutory and delivery charges): $55,890
Options fitted to test car (not included in above price): nil
Crash rating: N/A
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 10.9
CO2 emissions (g/km): 259
Also consider: Ford Territory (more here), Mazda CX-7 (more here), Mazda CX-9 (more here), Volvo XC60 (more here)

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

About our ratings

Nissan’s Murano came to market in July 2005, expanding the Japanese importer’s all-wheel drive line-up to five quite disparate models ranging from small SUV to hard-core, full-size off-roader.

At the time of Murano’s arrival, it was a direct competitor (nominally, because it offered only five seats, where some others offered more) for the likes of Ford Territory but (apart from the fact it sold for a lot less money) it was able to take a decent swipe at upmarket SUVs like the (now-superceeded) Lexus RX330 and the (now-defunct) Honda MDX.

Today, the competition is even more diverse, with Subaru’s Tribeca attempting to gain a foothold in the premium segment along with Volvo’s new XC60, Mazda’s CX-7 and CX-9, and even compact-softroaders suc as Mitsubishi’s Outlander -- which can nudge $50,000 in top-spec form.

Interestingly, the latest Murano Ti is actually a tad cheaper, at $55,890, than when it was first introduced in 2005 at $56,990.

For that you get what at first glance appears as only a slight makeover. The love-or-hate styling that originated from Nissan’s design centre in California appears to have changed little, and the dimensions don’t really look any different.

Check the spec and you’ll also find there doesn’t seem to be much change. The engine is the same faithful V6 and the transmission the familiar Xtronic CVT system from before.

But park new and old together though, and it’s obvious the stylistic changes run a lot deeper. Indeed, it’s a virtual re-skin. From the V-shaped grille embracing the headlights so fondly that they almost disappear in its architectural complexity, to the reworked side panels with much bolder wheel arches reaching into the door panels, and an extensive remodeling of the rear end with more horizontal, teardrop taillights and a new window shape, the Nissan SUV gains a substantially more contemporary look. Even the base of the A-pillars has changed to give a swoopier, cleaner appearance.

Nissan says it has spent a lot of time on the inside too. Of that there’s no doubt, because here the Murano looks a more viable premium SUV competitor than ever. The flavour has changed from hard-edged to softer, plusher and generally cosier. Through more attention to touchy-feely elements such as the switchgear in the climate control and audio region, the Murano’s apparent status is elevated by a couple of notches.

In the Ti version tested, the upmarket intentions are obvious with standard SatNav, reversing camera (which should be on the base ST too!), Bluetooth (ditto), 11-speaker sound system, two memory settings for the driver’s seat including side mirrors and power steering column, heated front seats, rain-sensing wipers, auto-dipping rearview mirrors and keyless entry. The driver’s seat gets a full range of power adjustments, including lumbar, while the passenger is limited to basic fore-aft and recline functions.

This is on top of the leather trim, dual-zone climate control, Xenon headlights, trip computer, push-button starter, and steering wheel audio and cruise control buttons that come standard in the base ST.

The Murano continues with the familiar packaging strengths too. There are few SUVs as comfortable and spacious as the Nissan in the back, and, on the Ti, there’s a power fold for the split rear seats that flips everything down ready for loading in an instant.

The actual load area is adequate without being exceptional: the Murano will take as much as 402 litres behind the rear seats with all five passengers aboard, opening up to a maximum 838 litres with the back seats folded. Access to the load area, on the Ti, is via a power operated tailgate – again, the sort of thing premium SUV buyers expect.

A small surprise are the undersized door pockets in both front and rear doors - although the compensation is a reasonably large, two-level centre console bin.

Safety matters are attended to by the requisite six-bag array, as well as stability control, traction control and anti-lock brakes with electronic brakeforce distribution and brake assist to add extra retardation in an emergency stop.

So far there are no Euro NCAP figures available for Murano. Testing by the National Highway Traffic Safety Administration in the US has, however, seen the Murano recording four stars in frontal crash tests and five stars in side impact protection.

And on-road? Nissan says it has worked on sharpening up the Murano’s responses with revised suspension and greater torsional rigidity (up by 45 per cent) in its base structure, while the V6 has been bumped from 172kW to 191kW and from 318Nm to 336Nm -- the latter at the expense of a rev rise from 3600rpm to 4400rpm. The important thing is the claimed consumption and emissions are also improved -- from a combined figure of 12.3L/100km to 10.9 (with commensurate decreases in CO2)

The Murano Ti weighs 1832kg, but the 3.5-litre V6 has enough urge to propel it from zero to 100km/h in an even 8sec. This means it feels lively enough on the road, with the revamped Xtronic CVT transmission eking out the best responses around town and on the freeway. With a determined tromp on the accelerator, it will dispose quickly of passing manoeuvres on the open road, yet it remains silky and smooth on commuting duties.

The CVT is claimed to be quicker and is more inclined to ape the characteristics of a regular auto than some constantly-variable transmissions. It doesn’t pin the tacho to optimum rpm and sit there steadily as the vehicle accelerates, feeling for all the world as if it is suffering from monumental clutch slip. In its latest version a “sequential” shifter allows the driver to select and hold any one of six distinct ratios.

With the steering wheel swinging from lock to lock in a reasonably quick 3.2 turns, the Murano uses its more responsive suspension and ever so slightly larger rubber (from 225/65R18 to 235/65R18) to respond quickly enough to the steering. Although there are times you are reminded it’s not a small car, the Murano could never be described as ponderous – that is best left to heavy-duty off-roaders like the Patrol.

The ride, generally, errs more towards softness than sharp-edged. It is easy to live with and drives home the point this is an SUV, not a bush-basher.

The money spent on strengthening the platform and lowering in-cabin decibel levels results in a cruiser that rivals many sedans. The Murano’s generally low-slung style also makes it feel less propped up than some rivals, even if it retains something of the commanding driving position required by those seeking a sense of on-road majesty.

The Ti’s multi-adjustable driver’s front seat is also pretty comfortable, suggesting long hauls behind the wheel would not be a challenge, while the super-generous legroom and generally supportive shaping augur well for passengers too.

Murano’s Intelligent All mode 4x4i 4WD system drives most of the time through the front wheels, bringing in the back pair only when necessary. Unlike earlier on-demand systems, the operation is generally undetectable by the driver.

On test, conducted much of the time on freeways, we found the Murano recording consistent consumption figures of just under 10L/100km, suggesting the claimed 10.9L/100km average might be a bit hard to achieve if the balance was tipped the other way.

Nissan has done an interesting job of refining the Murano. The design team has stuck to its guns rather than watered-down the look to make it a vehicle that stands out from the SUV crowd.

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