First Test: 2009 Nissan Maxima
Pricing hadn't been set at press time, but Nissan claims the new Maxima's stickers should be close to the retiring models'-say, $29,000-$32,000. Two editions are available: the 3.5S and the 3.5SV. In addition to what's included on the well-outfitted S, the SV adds such extras as leather seats, premium nine-speaker Bose audio, HomeLink, foglamps, and outside mirrors with turn-signal indicators. Options include a rearview monitor and a hard-drive based navigation system with real-time traffic and 9.3 gigabytes of digital music storage. Further, the SV can be had in either of two editions: Premium or Sport. Nissan claims the latter Maxima, fortified with the 19-inch alloys and optional 245/40R19 summer Bridgestones (plus a front tower bar and tighter springs), is the best-handling front-drive car in the world.
Alas, that's a claim we were unable to verify, because, curiously, the only Maxima Nissan could provide was a 3.5SV Premium with 18-inch all-season Goodyears ("We've just created the world's best chocolate ice cream; try a scoop of our vanilla"). Particularly in light of the stiff competition we'd planned (see following comparison test), we'd hoped to experience the maximum Maxima-a drive we'll no doubt take in the near future.
Though dimensionally smaller than the last gen-six Maxima we've tested, the new car is roughly 200 pounds heavier. Aided by its additional horses, the 2009 car is two tenths quicker in the sprint to 60 mph (6.1 seconds), but quarter-mile performance remains virtually unchanged (the old Maxima sported a six-speed manual). While the new car's CVT offers a Ds mode (which holds revs and blips the throttle on downshifts) and the option of fully manual shifting (flipping the paddles summons lightning-quick gear changes), we obtained our best acceleration times by simply leaving the lever in "D" and standing on the gas. Frustratingly, even in "manual" mode, the transmission computer steps in an upshifts well before the 6600-rpm redline. While a case can be made that there's no performance gain by revving the motor past its 6400-rpm power peak, there are also times (such as approaching a corner on a winding road) when you'd prefer to stretch the engine briefly rather than make an additional shift.
The husky V-6 makes lovely sounds as it revs (the Maxima cabin is so well-isolated that Nissan actually had to pipe some exhaust notes back in through a so-called "sound generator"), but given the CVT's unusual torque delivery (revs eventually hold steady while vehicle speed continues to climb), the acceleration experience isn't as satisfying as it might be.
Nissan engineers took special care to eliminate torque steer (i.e., equal-length, equal-angle halfshafts), and it shows. Only when applying maximum power in the tightest corners does the wheel tug in your hands. The suspension rides comfortably but can stir up 0.85 g of grip on demand. Even judging only by seat-of-the-pants impressions, though, it'd be a stretch to say this is the best-handling front-drive car we've ever driven. Perhaps those 19-inch summer Bridgestones make all the difference?
The new Maxima comes off as a sweet, sophisticated piece, full of worthy technology (including available voice recognition, Bluetooth, and iPod integration) and styled to impress. We also applaud Nissan's decision to go lean in the Age of Girth. This car will please the Maxima faithful. As to how well it fulfills its "four-door sports car" mission, stay tuned. The story continues.
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