Crossover dreams

The Murano's funky design caused quite a stir when it was first launched.

Although it was not the first car-based crossover utility vehicle (CUV), it certainly was the first to flaunt a design that didn't try to hide that fact. It was the antithesis of retro that many a car manufacturer was then looking back to.
Back in 2004, the Murano set a new benchmark for crossover design. I remember the editor of the magazine I was working for at the time arriving in one, and the girls in the office flocking to his desk later gushing with admiration. Catch an old Murano on the road today, and it still looks modern. So it made sense for Nissan not to play around with its design for the 2009 edition.

Design touches
Yet the ‘all-new' Murano looks less edgy than the earlier model. The most obvious changes are to the nose and rear with different head and LED tail light treatment. Nissan claims that the outline of the vehicle is also new. “The angle of the ‘greenhouse' (between the roof and waistline) has been increased to provide a more dramatic profile, while the edges of the wheel arches have been squared off to give a more rugged and sporty image,'' says the press release. What we noticed was that its signature grille-dominated face has been altered slightly. The new grille incorporates multi-element headlamp clusters. We somehow prefer the earlier design element, though the new grille may appeal to people who like it to look more aggressive. Likewise, the rear appears chunkier. Altogether, a much more in-your-face design.
Inside, Nissan has played it safe. The first Murano's interior was a bit of a let-down: after such futuristic looks outside you expected the same inside. However, Nissan designers played safe and conventional inside, though it was luxurious enough for those days.
With the 2009 model makeover, they have tried to remedy this with new instruments, new seats, improved materials, double stitched leather trim and touches of aluminium. Subtle ambient mood lighting highlights the interior at night. This Murano feels far more upscale.
The interior materials are good, the colours and textures are pleasing and the overall design is richer and far more attractive than before.
The driver and passenger seats are set high with a good view of the road. But that unusual triangular rear side window obstructs rear visibility when changing lanes. I found myself straining my neck most of the time.
There is no third-row seating, so rear seat passengers enjoy a lot of leg space. The dimensions are almost the same as the previous model – just about an inch longer, and based on the same wheelbase.
An optional power moonroof tilts and slides above the front passengers but at the rear, the glass panel is fixed. Power sliding sunshades block out the sunlight when it gets too bright.
An eight-way power driver's seat and tilt/telescopic steering wheel will appeal to both short and tall drivers. The front passenger seat is manually operated on some models, while the top one sports a power passenger seat.
The instrument panel includes plenty of textured plastic and aluminum accents, large overlapping gauges backlit in bright orange, and a colour information screen at the top of the centre console.
The leather-wrapped steering wheel includes audio and cruise control buttons. A digital information display in the speedometer provides useful information such as average fuel economy, real time fuel consumption, time, driving range, odometer, and outside temperature. The large centre screen offers all sorts of information. Though it's a touch-screen, most functions are operated using the large round dial and buttons located just below the screen. It's also fairly easy to use.
The centre screen flashes images from the backup camera when the car is put into reverse. The rear view includes guiding lines that help the driver back into a parking space without running into objects on either side of the vehicle.
A standard 11-speaker Bose audio system provides a powerful sound experience.Storage compartments include a small covered bin beside the shift lever, a large storage bin between the front seats, a two-level glove box, a coin tray near the door, front and rear door pockets, pull-out storage box at the rear centre console, and front and rear cupholders.
The split rear seatbacks fold down flat with the rear cargo floor. The rear seatbacks can be raised electronically by pressing buttons on the dash near the door. A cargo organiser flips up from the cargo floor to provide individual compartments for grocery bags and smaller items that you don't want rolling around the boot. Where safety is concerned, the new Murano has side airbags in the front seats and curtain airbags in the roof for both rows of seats.

Driving
Slip an oval-shaped key into a slot in the dashboard and press a Start/Stop button to start the Murano. Actually, you don't even need to put the key in. Just the presence of the key nearby will do. An old trick, but it still impresses.
The standard 3.5-litre DOHC V6 engine develops 265hp with 336Nm of torque. Nissan claims that the new Murano's “extensively re-engineered Xtronic CVT gearbox results in a 20 per cent reduction in friction, improving fuel economy and shift speeds to give a more responsive feel''. What I experienced was that the ‘stepless' transmission was very responsive under hard acceleration and didn't rev the engine up to a crescendo like many CVTs do. The gearless CVT also has an on/off ‘overdrive' button and a manual mode which simulates lower and higher gears. This can be used to increase performance, but it's unlikely that many Murano drivers will bother with it.
According to Nissan, despite weighing over 1,814kg the Murano takes just 8.2 seconds to accelerate from 0 to 100km/h. I didn't find any reason to doubt that figure. The fuel economy ratings are said to be around 100km per 11.8 litres. The Murano certainly handles well. But it's not a nimble vehicle because of its weight and height.
It feels more like a large luxury vehicle than a sporty crossover, even on the highway. Its standard all-wheel drive system, which sends up to 50 per cent of the torque to either wheels depending on the situation, combined with traction and stability control, keep the Murano under control in most situations.
For deep sand or steep inclines, a driver-selectable centre differential lock can apportion a 50/50 torque split to increase traction at slow speeds – it automatically disengages at higher speeds. But most drivers are unlikely to feel too adventurous in it.
The Murano is good at cruising along in relative comfort. At Dh137,000 for the base model and going up to Dh161,000 for the fully loaded version, the Murano will be welcomed by many enthusiasts in the Middle East.

-Shiva Kumar Thekkepat is Feature Writer, Friday