Solid Murano struggles to keep up with competition
For evidence of how quickly technology changes the cars we drive, consider the case of the Nissan Murano, long a solid entry in the most competitive segment of all, upscale midsize SUVs.
When the latest iteration rolled into showrooms as a 2015 model, the Murano’s bold styling, proven mechanicals, quiet cabin, and reputation for reliability made it look like a game-changer for Nissan. A quiet and roomy interior, comfortable ride and handling, and plenty of oomph from Nissan’s ubiquitous 3.5-L V6 had the Murano playing with the big boys.
But the past few years have seen manufacturers weave high-strength, lightweight steel alloys into chasses, allowing them to build vehicles that handle better, ride better, are safer, and attain better fuel economy. Those same manufacturers are already multiple generations into the development of electrification, a trend that will overtake the industry this year.
At the same time, the pace of technological advances quickens in terms of both safety and infotainment. Bigger screens with more user-friendly interfaces, systems that integrate with phones better, more hardware to keep devices charged, and backseat passengers engaged are all part of a parade of tech meant to entice buyers.
At the same time, life-saving driver-assistance tech, like passive emergency braking, dynamic cruise control, and lane-keep assistance appears to be passing a threshold where consumer awareness becomes first acceptance and then demand.
While all manufacturers offer this technology, not all manufacturers’ equipment works equally well. Some will slow the vehicle as traffic ahead slows but will not bring the vehicle to a full stop. Others can do stop and start. Some will gently guide a vehicle back into its lane. Others will wait until a road marker is crossed and then harshly yank the car back.
Nissan’s optional ProPILOT is one of the best systems around, but it is not available on the Murano, which comes with a nice if incomplete, package of driver-assist gear.
It has emergency braking with pedestrian detection, rear automatic braking to keep you from slamming into things behind you, and blind-spot warning, especially helpful in a car with massive blind spots. High-beam assist is one of those things you’ll wish you always had.
Head-on collisions and rollovers caused by suddenly jerking the wheel of a car that has drifted off the road are the two deadliest forms of accidents. The Murano has lane-departure warning with haptic feedback through the steering wheel. It’s useful, but most folks find it irritating and turn it off, which makes it useless. Much better is lane-keep assist, (LKA) which quietly keeps the vehicle in its lane.
Some companies, like Toyota, offer a full package of driver-assist tech with every vehicle — including LKA — as standard equipment. Others, like Honda, make it affordable. Others, like the American Big Three, refuse to offer it on entry-level vehicles and force buyers to order expensive options further up the model tree.
Thus, they charge twice for safety gear that ought to be on every new car that enters the American fleet, because those cars will eventually work their way into the hands of people unable to buy new. This technology is as important in the 21st century as seat belts were in the 20th. It reduces injuries and deaths by more than a third.
The Murano comes with a long list of passive safety features and scores well in independent crash testing.
The big boys
The Murano plays in the big leagues, a niche filled with some three dozen entries that range from the upper-$20,000s the mid$40,000s. Every week, it seems one of them announces a new model that is stronger, safer, more comfortable, and more fuel-efficient.
The Hyundai Palisade and Santa Fe, Kia Telluride, Mazda CX-9, Subaru Outback, Toyota Highlander and Venza, and the Ford Edge seem to be the top of this heap, while the Ford Edge, Honda Pilot, Subaru Ascent, Kia Sorento, and Murano are not far behind. Even the third tier includes laudable entries, such as the Jeep Grand Cherokee, Ford Explorer, Chevy Blazer and Traverse, Nissan Pathfinder, Toyota 4Runner, Dodge Durango, and VW Atlas.
We’ve not given a bad review to any of those. In fact, we really liked the Atlas.
All that considered, we’re not surprised to see the Murano sales dip from highs in ’15 and ’16 when it was ahead of the curve. The Murano did not suddenly become a bad car, the curve caught up and passed it.
All things considered, the Murano is a pleasant machine. The seats are comfortable. Though ride and handling are not up to par with the competition, the Murano is still quite comfortable loaded with four adults.
Nissan’s 3.5-L V-6 has been around for decades. It’s tuned for 260 hp in the Murano, which is more than plenty of power for accelerating onto a freeway and keeping up with traffic. It’s rated at 20 city, 28 highway.
The Nissan can tow up to 1,500 lbs. If you need more, check out the Blazer, which can drag out 4,500 lbs.
We averaged 21 mpg on regular fuel, which is poor for the segment. The Highlander Hybrid, for example, gets around 35 mpg, on the highway or in the city. That’s similar to the Hyundai Santa Fe Hybrid.
Right now, Nissan is offering up to $5,000 in discounts. Add those to what a motivated dealer might offer, and you might come away with a car — and monthly payment — to your liking.