Nissan Murano Review

Californians designed it. Italy�s glass blowing artisans lent it their name. A Franco-Japanese alliance headed by a Brazilian CEO builds it in a Japanese factory. The Murano is a twenty-first century multinational mutt. Introduced in 2002, this strange beast has faithfully served owners in the great melting pot of America�s sprawling suburbs. In dog years, the model�s now 67 years old. And the CUV market has suddenly become more crowded than a backwoods puppy mill. So has Nissan�s crossbreed aged well, or is this old dog ready for the vet�s needle?

The Murano�s funky design caused quite a stir at launch. Ghosn�s goons had decided to break out of the generic Japanese gestalt with some bold moves; there was no mistaking the Murano for, um, anything else. Although it was not the first car-based CUV, it was the first to show sheetmetal that openly flaunted its pavement-only intentions� and how.

Aside from a minor facelift, the 2007 Murano� strange sheetmetal remains largely unchanged. Its beak is still a long, severely swept proboscis with a toothy checkerboard grille. Its high waisted body carries the bulk of its bulk below the belt � not unlike Ralph Kramden of The Honeymooners� fame �terminating in a wide, bulbous butt. The upswept rear D pillar continues to symbolize the design�s quirky aspirations; in direct contrast to the current CUV vogue for a downwards triangle.

In short, looking like an oversize anime Terrapin, the Murano�s styling says off-roader like a Lara Flynn Boyle pictorial says all-you-can-eat buffet.

My Glacial Pearl (i.e. white) test car offered executive class accommodations: supportive seats and elegant doors slathered in caf� latte leather (i.e. beige), tastefully accented by brushed aluminum panels. Meanwhile, the Murano�s instrument cluster serves up a modern interpretation of a classic sports car binnacle, in front of a windshield so steeply raked Swiss pistonheads will be tempted to yodel towards the distant intersection of glass and metal.

But wait, there�s more! The Murano also embodies an SUV�s yeoman work ethic. Its flat paneled center console is all right angles and plain Jane, glove-friendly switchgear. Unfortunately, it�s more work than it should be; learning how to navigate this maze of indistinct buttons and menus requires more practice than beginner�s chess.

Nissan calls the Murano�s motorized m�lange �modern design meets instant versatility.� I call it multiple Murano disorder.

A 3.5-liter V6 Maxima hand-me-down engine powers Nissan�s not-so-cute ute. Fire up the Murano�s 240hp mill and it quickly and quietly settles into a distant hum. With AWD stifling potential wheelspin and 244 ft. lbs. of torque thrust available at 4400rpm, you�re free to jump on the throttle. And� wait.

As the Murano�s tachometer climbs to its peak, sporting drivers instinctively anticipate an upshift that never comes. Thanks to Nissan�s Xtronic CVT (Continuously Variable Transmission), the Murano�s motor simply drones on unwaveringly, like a speedboat. On the positive side, the tranny is silky and efficient (20/24mpg). Nevertheless, the CUV�s CVT is dreadfully, unavoidably, interminably D-U-L-L. Trying to wring speed from this Godot-like drivetrain is like trying to get a cell phone company to waive an early termination fee.

Once you get the Murano up to speed, Nissan�s two-ton CUV is not so light on its feet. The Murano�s front strut and multilink rear suspenders keep the machine reasonably level through corners and during emergency stops. In SE trim, the Murano gets �sport-tuned� springs, and firmer struts and shock absorbers. Even in this guise, the Murano�s narcolepsy-inducing ride and handling have been tailored for the comfort-oriented driver.

Even worse, the Murano�s steering is squirrelly under full-throttle (both FWD and AWD models), squirrelly when tracking down the freeway, squirrelly over uneven surfaces and squirrelly through the twisties. When the tiller isn�t busy gently undulating in synch with the suspension�s motion, it�s as vague as a politician�s promise.

Of course, this complete lack of satisfying driving dynamics is endemic to all high-riding CUV�s with long suspension travel and thick sidewall tires. Except it isn�t. CUV�s from Acura, BMW and Honda steer with absolute squirrel-free precision, and not a small amount of tactile feedback.

That�s not to say that the Murano is either unsafe at any speed or uncontrollable through the bends. (Note: Loving parents should take care not to hoon with kids; the slick leather bench could result in an untidy pileup of children.) However, its [lack of] on-road personality underscores the $37k Murano�s niche: lux-o-barge on stilts.

The redesigned �08 Murano is on its way� and just in time. Although Murano sales are still strong (up nearly 10% vs. last year) first-class CUV�s are everywhere; including the Honda Pilot, refreshed Toyota Highlander and Mazda CX7 (to name a few). What�s more, Nissan�s new Rogue threatens to steal sales from its slightly bigger brother. If the new Murano gets better driving dynamics and a proper slushbox, the model will continue to find plenty of willing homes.