First Drives: 2009 Nissan Maxima
Lead Lap
Joined: Aug 2007
Posts: 424
Likes: 0
From: South JerZ
meow cat on the TL's **** much? You have a nice car there i said it now calm down. Also he has a 335i which last time i checked is a twin turbo RWD and will **** on your FWD acura and he is not bragging about that so calm down.
Lexus Fanatic
Joined: Aug 2006
Posts: 7,468
Likes: 0
From: Vancouver, BC
ANYhow, this maxima seemed like a great idea rite up until the front wheel drive. Then the guesstimated base price just did it in.
Also, like some of the others, I'm not liking where the lower division brands are trying to take their prices. I understand that of course you're paying for all the extra stuff you're getting along with the added safety features that are required, but still. Why do all the cheep cars have to be stupid little hatch back things? Why can't they just be smaller normal looking cars with fewer features or something?
Lead Lap
Joined: Apr 2008
Posts: 543
Likes: 0
From: NYC
2009 Nissan Maxima Test Drive:
With All This Power, Is the Four-Door Sports Car Finally Back?
Nissan has been getting a lot of attention this week for an impressive $115 million commitment to next-generation battery factories on its way toward developing an electric car for the United States by 2010. But it started spreading another marketing campaign nearly 20 years ago: “There’s no such thing as a four-door sports car. It’s just a dream ... right?” If you don’t remember those 1990 “4DSC” ads for the Maxima, remember this: The 2009 model might just be the closest yet to that dream come true, at least for a front-drive sedan.
We don’t often buy into PR speak, but we dug the new Maxima when we first saw it earlier this spring at the New York Auto Show. After all, this version has the right formula on paper and in the looks department—3.8 in. shorter and 1.5 in. wider than its predecessor, with more power, better handling and some rather striking styling. After getting along so well with it on the road here this past weekend, we’re still digging the 2009 Maxima today. —Barry Winfield
The Specs
Based on Nissan’s new D-platform already used for the Altima, Altima Coupe and Murano, the new Maxima is powered by a 290-hp version of Nissan’s ubiquitous VQ 3.5-liter V-6 with 261 lb-ft. of torque. That’s up 35 ponies and 9 lb-ft., but the 19/26 mpg fuel economy rating reflects a 1-mpg bump in highway performance.
The standard transmission is what Nissan calls the next-generation 3-mode Xtronic CVT. And that CVT may have something to do with the improved fuel figures. If you launch hard from a stoplight, the car surges away from the traffic with a musical snarl, albeit one that maintains a constant pitch rather than a crescendo. But if you drop off the throttle to assume a cruising velocity, the CVT seamlessly climbs to a higher ratio, dropping the engine speed dramatically.
Thanks to its broad spread of torque, the V-6 loafs at 1200 rpm with a casual muscularity, ready to spin up at the behest of the CVT to dispatch uppity SUV drivers at a mere prod of the pedal. Now Nissan doesn’t quote acceleration times, and we didn’t have time to test the new Maxima on the track. But based on weight and power, we’d reckon it’s good for a sprint to 60 mph in 5.8 seconds—and a quarter-mile time of 14.2 seconds at 96 mph.
You can switch modes on the CVT and shift it yourself through ranges that emulate ratios in a conventional gearbox, and it even provides a gear-holding function for engine braking and cornering. For metro dwellers, this would seem to offer the best of both worlds, rivaling the abilities of the twin-clutch systems in Volkswagens and the new Porsche 911 to provide the perfect combo: schizoid shifts for manic canyon carvers, and honey-smooth ones for tranquil city commuters.
Our car was a 3.5SV model rather than the base 3.5S—which adds leather, a Bose sound system, a thigh-support seat extension and other goodies—but went without the sport-tuned suspension and 19-in. wheels and tires that accompany the optional Sport package. Expect that car to be distinctly sporty, because those vehicles have front strut-tower braces and solid rear seat-back panels instead of fold-down seatbacks for extra body rigidity. Just add the high-performance summer tire option, and hit the canyons. But it isn’t all tires and firm suspension settings that make the Maxima handle. Nissan borrowed some front suspension pieces from the Infiniti M45 to get what they were looking for, and conducted some of the chassis development work on the famous Nürburgring race track.
The Drive
The Maxima’s shifter is now set over on the driver’s side of the center console, and the ride motion control strategies are set to the responsive side of the comfort/response spectrum. But, perhaps of chief importance to the road experience, the Maxima is now also almost completely devoid something that plagued previous generations a whole lot: torque steer. Thanks to an ingenious movable coupling in the steering gear that reduces the leverage from the front wheels when torque steer is most likely, Nissan has got itself a front-wheel-drive car that steers with real precision. And it boasts a tidy new three-spoke steering wheel (said to be destined for the new Z-car, too) with virtually no fight in it. Kickback shock is also conspicuous by its absence in this new Maxima, lending the car an urbane demeanor that substantially increases its appeal.
On quiet, challenging roads, the Maxima has enough traction and torque to make good time. It turns in well, with little diagonal roll to upset its stance, then pulls off the apex without spinning an inside wheel or tugging at the steering—at least not while we were driving it.
But a combination of copious torque and enthusiastic driving will undoubtedly bring to light some inside wheel spin when you switch off stability control, and we wonder why a limited-slip differential is not being offered—particularly now that torque steer has been so effectively quelled.
The exterior styling may have its critics, but one can really argue that the 2009 Maxima doesn’t look distinctive. The unusual “catamaran” front clip presents the occupants with a forward view like that of a Corvette or Ferrari, with a contoured surface that kicks up at the outer corners. A glance in the rear-view mirrors shows off pronounced haunches, and the whole car seems to be a collection of almost anatomical swoops and bulges.
Inside, the new Maxima is perhaps less surprising, with a tidy dash layout and clear instrumentation. In the center of the dash, Nissan employs its usual ATM-style, button-and-**** layout on the multimedia display for cars with that option, and on the ventilation controls for non-navigation-equipped models like ours. The theme is one of pods or binnacles projecting from a grained black background material, and this works well when on a contour. But the flat sections have the esthetic appeal of Styrofoam board. There are plenty of standard features, and they include all the basics. Then there are Sport, Premium and Tech packages, with permutations of all three.
The Bottom Line
Nissan’s people are promising to keep the price walk for this model as close as possible to the last one ($29,000 to $32,000). More important, we promise you, is the new Maxima’s around-town behavior. And here in L.A., the Maxima feels completely in control. The steering is direct, accurate and nicely weighted. The throttle response is immediate and emphatic, and the car’s chassis is tied down tautly. Any moves you care to make, the Max is right in step.
Yet the levels of refinement should be high enough to satisfy the sophisticated tastes of the affluent urban crowd Nissan’s targeting with this vehicle. It may have four doors and solid interior space, but the Maxima’s emphasis is clearly on its personal relationship with the man behind the wheel.
http://www.popularmechanics.com/blog...s/4264643.html
With All This Power, Is the Four-Door Sports Car Finally Back?
Nissan has been getting a lot of attention this week for an impressive $115 million commitment to next-generation battery factories on its way toward developing an electric car for the United States by 2010. But it started spreading another marketing campaign nearly 20 years ago: “There’s no such thing as a four-door sports car. It’s just a dream ... right?” If you don’t remember those 1990 “4DSC” ads for the Maxima, remember this: The 2009 model might just be the closest yet to that dream come true, at least for a front-drive sedan.
We don’t often buy into PR speak, but we dug the new Maxima when we first saw it earlier this spring at the New York Auto Show. After all, this version has the right formula on paper and in the looks department—3.8 in. shorter and 1.5 in. wider than its predecessor, with more power, better handling and some rather striking styling. After getting along so well with it on the road here this past weekend, we’re still digging the 2009 Maxima today. —Barry Winfield
The Specs
Based on Nissan’s new D-platform already used for the Altima, Altima Coupe and Murano, the new Maxima is powered by a 290-hp version of Nissan’s ubiquitous VQ 3.5-liter V-6 with 261 lb-ft. of torque. That’s up 35 ponies and 9 lb-ft., but the 19/26 mpg fuel economy rating reflects a 1-mpg bump in highway performance.
The standard transmission is what Nissan calls the next-generation 3-mode Xtronic CVT. And that CVT may have something to do with the improved fuel figures. If you launch hard from a stoplight, the car surges away from the traffic with a musical snarl, albeit one that maintains a constant pitch rather than a crescendo. But if you drop off the throttle to assume a cruising velocity, the CVT seamlessly climbs to a higher ratio, dropping the engine speed dramatically.
Thanks to its broad spread of torque, the V-6 loafs at 1200 rpm with a casual muscularity, ready to spin up at the behest of the CVT to dispatch uppity SUV drivers at a mere prod of the pedal. Now Nissan doesn’t quote acceleration times, and we didn’t have time to test the new Maxima on the track. But based on weight and power, we’d reckon it’s good for a sprint to 60 mph in 5.8 seconds—and a quarter-mile time of 14.2 seconds at 96 mph.
You can switch modes on the CVT and shift it yourself through ranges that emulate ratios in a conventional gearbox, and it even provides a gear-holding function for engine braking and cornering. For metro dwellers, this would seem to offer the best of both worlds, rivaling the abilities of the twin-clutch systems in Volkswagens and the new Porsche 911 to provide the perfect combo: schizoid shifts for manic canyon carvers, and honey-smooth ones for tranquil city commuters.
Our car was a 3.5SV model rather than the base 3.5S—which adds leather, a Bose sound system, a thigh-support seat extension and other goodies—but went without the sport-tuned suspension and 19-in. wheels and tires that accompany the optional Sport package. Expect that car to be distinctly sporty, because those vehicles have front strut-tower braces and solid rear seat-back panels instead of fold-down seatbacks for extra body rigidity. Just add the high-performance summer tire option, and hit the canyons. But it isn’t all tires and firm suspension settings that make the Maxima handle. Nissan borrowed some front suspension pieces from the Infiniti M45 to get what they were looking for, and conducted some of the chassis development work on the famous Nürburgring race track.
The Drive
The Maxima’s shifter is now set over on the driver’s side of the center console, and the ride motion control strategies are set to the responsive side of the comfort/response spectrum. But, perhaps of chief importance to the road experience, the Maxima is now also almost completely devoid something that plagued previous generations a whole lot: torque steer. Thanks to an ingenious movable coupling in the steering gear that reduces the leverage from the front wheels when torque steer is most likely, Nissan has got itself a front-wheel-drive car that steers with real precision. And it boasts a tidy new three-spoke steering wheel (said to be destined for the new Z-car, too) with virtually no fight in it. Kickback shock is also conspicuous by its absence in this new Maxima, lending the car an urbane demeanor that substantially increases its appeal.
On quiet, challenging roads, the Maxima has enough traction and torque to make good time. It turns in well, with little diagonal roll to upset its stance, then pulls off the apex without spinning an inside wheel or tugging at the steering—at least not while we were driving it.
But a combination of copious torque and enthusiastic driving will undoubtedly bring to light some inside wheel spin when you switch off stability control, and we wonder why a limited-slip differential is not being offered—particularly now that torque steer has been so effectively quelled.
The exterior styling may have its critics, but one can really argue that the 2009 Maxima doesn’t look distinctive. The unusual “catamaran” front clip presents the occupants with a forward view like that of a Corvette or Ferrari, with a contoured surface that kicks up at the outer corners. A glance in the rear-view mirrors shows off pronounced haunches, and the whole car seems to be a collection of almost anatomical swoops and bulges.
Inside, the new Maxima is perhaps less surprising, with a tidy dash layout and clear instrumentation. In the center of the dash, Nissan employs its usual ATM-style, button-and-**** layout on the multimedia display for cars with that option, and on the ventilation controls for non-navigation-equipped models like ours. The theme is one of pods or binnacles projecting from a grained black background material, and this works well when on a contour. But the flat sections have the esthetic appeal of Styrofoam board. There are plenty of standard features, and they include all the basics. Then there are Sport, Premium and Tech packages, with permutations of all three.
The Bottom Line
Nissan’s people are promising to keep the price walk for this model as close as possible to the last one ($29,000 to $32,000). More important, we promise you, is the new Maxima’s around-town behavior. And here in L.A., the Maxima feels completely in control. The steering is direct, accurate and nicely weighted. The throttle response is immediate and emphatic, and the car’s chassis is tied down tautly. Any moves you care to make, the Max is right in step.
Yet the levels of refinement should be high enough to satisfy the sophisticated tastes of the affluent urban crowd Nissan’s targeting with this vehicle. It may have four doors and solid interior space, but the Maxima’s emphasis is clearly on its personal relationship with the man behind the wheel.
http://www.popularmechanics.com/blog...s/4264643.html
Lexus Fanatic
Joined: Feb 2005
Posts: 12,269
Likes: 296
From: ------
Isn't it amazing at how expensive cars have become? Toyotas, Hondas, Nissans are no longer economy branded cars. Well, they still are in ways, but now they are expecting luxury car prices. I guess there are a lot of people out there willing to spend nearly $40K on a non luxury car, but I'm sure not one of them. I'd take an entry level luxury car from one of the luxury manufacturers any day. I don't really see any advantage in buying a fully loaded economy class car for luxury prices when you can buy an entry level equally optioned out luxury car for nearly the same price with the same performance and fuel economy.
Lexus Test Driver
Joined: Apr 2002
Posts: 1,323
Likes: 0
From: Ft. Lauderdale, FL
but you should know this: Nissan's target car, as it tuned the Maxima during endless laps around Germany's Nurburgring, was none other than the Porsche GT3 (winner of our "best-handling car" competition last year).
Umm... are they trying to imply what I think they are implying? I knew when they were saying the GTR was using the 911TT as a benchmark that they had a very good chance at matching it, but....
[runs out of words...]
Lexus Champion
Joined: Apr 2005
Posts: 2,545
Likes: 0
From: MO
From Edmunds
What Works:
Class-leading interior materials and build quality; another step ahead for the already excellent Xtronic CVT; up-to-date infotainment package.
What Needs Work:
Still torque-steers right at wide-open throttle; XM NavTraffic is too slow for L.A. traffic flux.
Bottom Line:
Finally, a Maxima worthy of the price and status at the top of Nissan's sedan range.
Will the Maxima Faithful Gather Again?
By Chris Walton, Chief Road Test Editor Email | Blog
Since the introduction of the 2002 Nissan Altima, things have looked bleak for the Nissan Maxima. With both cars sharing the same corporate D-platform and offering the same VQ-Series V6, Maxima sales have declined and now the Altima outsells it by a margin of 5-to-1.
Yet Maximists have held on to the despondent model, once memorably billed as a four-door sports car (4DSC), and they bought more than 52,000 examples of Nissan's flagship last year. The 2009 Nissan Maxima is their reward for enduring underdog status and failed styling exercises over the past few years.
With a new 290-horsepower V6, a new look and a new dedication to its heritage as Nissan's 4DSC, the 2009 Nissan Maxima once again looks and acts like not only the top sedan in Nissan's lineup but also a serious player among front-wheel-drive sedans from any maker.
The Curse of the Altima's Success
Until now, who could blame reasonable buyers for gravitating toward the lighter, more powerful and less expensive Altima? Since 2002, the output of the Altima's V6 has swelled to 270 hp, while the Maxima soldiered on with just 255 hp from its own V6.
Along the way the Maxima started looking adventurous (well, silly actually) with a buck-toothed grille, a panoramic glass roof as narrow as a piggy-bank coin slot (an innovative idea at the time but unfortunately the early ones leaked), and four bucket seats. Suddenly, the Maxima was withering on the Nissan vine.
But with the introduction of the 2009 Nissan Maxima, there are new reasons to consider the Maxima as the top-of-the-line Nissan sedan. For starters, the 290-hp output of the Maxima's reworked 3.5-liter V6 now trumps that of the Altima, and is only outdone by the 306-hp of the 3.5-liter V6 in the 350Z sports car. And the programming of Nissan's Xtronic continuously variable automatic transmission (CVT) has become even better.
Meanwhile, the Maxima's restyled exterior (which looks far better in the metal than in photos, by the way) is clearly intended to separate this car from the cookie-cutter clutter in the world of near-luxury sedans. The fashionable interior furnishings and competitive infotainment package are on par with its more costly Infiniti brethren, and the only thing missing is an Infiniti-style oval clock on the dashboard.
What's Up With the Maxima?
For 2009, every Maxima is powered by the same 290-hp DOHC 3.5-liter V6 and driven by the same Xtronic CVT through the front wheels. The base model is known simply as Maxima 3.5 S and the better equipped (and, Nissan expects, better-selling) model is the 3.5 SV, which can be optioned with either a comprehensive Sport package or a generous Premium package (as this car has been). There are two available Technology packages matching either of the SV models. There's talk of an enthusiast's SR model, but that won't come to pass for at least another year.
Official pricing hasn't been released, but we expect the base Maxima S will cost about $31,000 and the SV should sticker at about $33,000. Our estimates of $2,600 for the Premium and $1,900 Technology option packages are based on current offerings from Nissan and Infiniti. If we go to the bottom line for this Maxima 3.5 SV Premium/Technology-equipped car (plus an additional $200 for a ventilated driver seat), the estimated total comes to $37,700. That's a pretty healthy price tag, but read on to learn why it's worth it.
Less Altima, More 4DSC
In an effort to shed weight and add sporty driving dynamics, the 2009 Maxima's wheelbase has been shortened dramatically by 2 inches and the wheels have been pushed out wider by 1.4 inches in front and 1.2 inches in the rear. There are several measures to improve body rigidity, while the engine and transmission sit lower to improve the center of gravity. Aluminum suspension parts from the Infiniti parts bin have been blended with revised geometry, and the rack-and-pinion steering has been reworked.
And, yes, before the 2009 Nissan Maxima went into production, it was tested on the Nordschleife circuit of the Nürburgring.
All these chassis changes have produced a car that strikes an excellent balance between a comfortable ride and responsive handling balance. We did find, however, that our preproduction test car arrived a few psi shy of proper specification tire pressures, and the ride got slightly busier after proper inflation. Still, there are few front-drive cars riding on all-season tires that can manage to rip through our slalom test at over 66 mph, circle the skid pad with 0.83g of lateral acceleration and supply the kind of quiet, isolated ride that the Maxima does. Where the Altima's ride sometimes feels flinty and prone to shudder on harsh impacts, the Maxima remains composed.
We give extra points to Nissan for resisting the temptation to adopt electric-assist power steering in an effort to gain a single mpg of fuel-efficiency. Likewise, Nissan has avoided unnecessarily heavy steering effort, even though the hydraulic assist is based on the 350Z's system. As a result, the 2009 Maxima provides quick (a 15.2-to-1 ratio) steering that delivers a low-friction yet precise feel during cornering, and manages to provide the kind of useful buildup of effort and informative feedback from the contact patches of the tires that is uncommon in most front-wheel-drive sedans.
More Motor
At the drag strip, the Maxima finally has the beans to outrun the Altima, but just barely, as a comparison of this car's test results and those from a 2007 Nissan Altima indicates. Both cars were equipped with the company's CVT. This time around, 60 mph arrives for the Maxima in 6.5 seconds (6.2 seconds with a 1-foot rollout as at a drag strip), compared to the 2007 Altima's 6.6-second best with a rollout. The quarter-mile also showed the slightly heavier Maxima's horsepower advantage with a 14.7-second run at 97 mph versus the Altima's 15.0-second effort at 95 mph.
It's not common for a manufacturer to simultaneously supply 35 more hp and a 1-mpg improvement in highway fuel economy. Nevertheless, the 2009 Maxima is rated for 19 mpg in the city loop and 26 mpg on the highway. We achieved a combined average of 17 mpg.
Coming to a stop, this 3,631-pound Maxima with emergency brake assist and electronic brakeforce distribution needed only 128 feet to halt from 60 mph with all-season tires. This is better than the Altima, although not a world-class performance. Brake pedal feel is reassuringly on the firm side and offers very good feedback. There's very little idle stroke of the pedal before the brake pads contact the 12.6-inch front discs and 12.1-inch rear discs, and the overall brake action is quite linear and intuitive.
Where's the Oval Clock?
What once was some sort of vaguely sporty assemblage of 350Z-inspired gauge pods, amber LEDs and hard plastic bits is now an attractive, high-quality collection of supple, supportive leather seating, sound ergonomics and up-to-date infotainment.
The interior is dominated by the center stack column, which showcases the Technology package's hard-drive-based navigation system with voice recognition, XM NavTraffic, 7-inch touchscreen color monitor and back-up camera, plus 9.3GB for music storage. The shift paddles, new dual-panel moonroof, premium leather seating (heated up front), power tilt-telescopic steering column with heated wheel, and Eucalyptus wood-tone trim only scratch the surface of the extensive Premium package's contents.
Even with the reduction in wheelbase and now-standard moonroof (dual-panel is extra), the rear accommodations are generous and comfortable. There are liverylike options such as a rear window sunshade and audio/HVAC controls hidden in the fold-down armrest.
The long list of standard Maxima equipment is only outdone by the lengthy descriptions within the optional packages. Suffice it to say the Maxima, in any form, is a raging bargain, especially if you dare to compare a Nissan to an Acura TL or Lexus ES 350.
So Why Isn't It an Infiniti?
Collectively, the total effect of the 2009 Nissan Maxima would have been entirely appropriate for an Infiniti sedan. It's rich, comprehensively equipped, very comfortable, sporty and well worth the extra cash over the economical Nissan Altima.
So where's the oval clock? Answer: All current Infiniti vehicles are based on rear-drive platforms. Infiniti is rear-drive; Nissan is front-drive. Judged on its own merits, the front-drive 2009 Nissan Maxima 3.5 SV we tested is a fine car worthy of flagship status. Forget all that Altima-versus-Maxima trash talk. The Maxima is back.
While we can't entirely sign off on Nissan's claim that the 2009 Nissan Maxima represents the return of the four-door sports car, we can wholeheartedly say that this is the best Maxima yet, and by a mile. It's more fun to drive than a Toyota Avalon or Honda Accord. It has twice the personality of either a Toyota Camry or Hyundai Azera.
The 2009 Nissan Maxima finally has the look, feel and performance to proudly wear the flagship crown for Nissan. It's so good, in fact, that we seriously wonder if our Infiniti I35 scenario might have been the objective of the product strategists. Now, the only question that remains is whether the Maxima faithful have already bought themselves an Altima 3.5 SE or whether they've been waiting for this 2009 Maxima 3.5 SV?
What Works:
Class-leading interior materials and build quality; another step ahead for the already excellent Xtronic CVT; up-to-date infotainment package.
What Needs Work:
Still torque-steers right at wide-open throttle; XM NavTraffic is too slow for L.A. traffic flux.
Bottom Line:
Finally, a Maxima worthy of the price and status at the top of Nissan's sedan range.
Will the Maxima Faithful Gather Again?
By Chris Walton, Chief Road Test Editor Email | Blog
Since the introduction of the 2002 Nissan Altima, things have looked bleak for the Nissan Maxima. With both cars sharing the same corporate D-platform and offering the same VQ-Series V6, Maxima sales have declined and now the Altima outsells it by a margin of 5-to-1.
Yet Maximists have held on to the despondent model, once memorably billed as a four-door sports car (4DSC), and they bought more than 52,000 examples of Nissan's flagship last year. The 2009 Nissan Maxima is their reward for enduring underdog status and failed styling exercises over the past few years.
With a new 290-horsepower V6, a new look and a new dedication to its heritage as Nissan's 4DSC, the 2009 Nissan Maxima once again looks and acts like not only the top sedan in Nissan's lineup but also a serious player among front-wheel-drive sedans from any maker.
The Curse of the Altima's Success
Until now, who could blame reasonable buyers for gravitating toward the lighter, more powerful and less expensive Altima? Since 2002, the output of the Altima's V6 has swelled to 270 hp, while the Maxima soldiered on with just 255 hp from its own V6.
Along the way the Maxima started looking adventurous (well, silly actually) with a buck-toothed grille, a panoramic glass roof as narrow as a piggy-bank coin slot (an innovative idea at the time but unfortunately the early ones leaked), and four bucket seats. Suddenly, the Maxima was withering on the Nissan vine.
But with the introduction of the 2009 Nissan Maxima, there are new reasons to consider the Maxima as the top-of-the-line Nissan sedan. For starters, the 290-hp output of the Maxima's reworked 3.5-liter V6 now trumps that of the Altima, and is only outdone by the 306-hp of the 3.5-liter V6 in the 350Z sports car. And the programming of Nissan's Xtronic continuously variable automatic transmission (CVT) has become even better.
Meanwhile, the Maxima's restyled exterior (which looks far better in the metal than in photos, by the way) is clearly intended to separate this car from the cookie-cutter clutter in the world of near-luxury sedans. The fashionable interior furnishings and competitive infotainment package are on par with its more costly Infiniti brethren, and the only thing missing is an Infiniti-style oval clock on the dashboard.
What's Up With the Maxima?
For 2009, every Maxima is powered by the same 290-hp DOHC 3.5-liter V6 and driven by the same Xtronic CVT through the front wheels. The base model is known simply as Maxima 3.5 S and the better equipped (and, Nissan expects, better-selling) model is the 3.5 SV, which can be optioned with either a comprehensive Sport package or a generous Premium package (as this car has been). There are two available Technology packages matching either of the SV models. There's talk of an enthusiast's SR model, but that won't come to pass for at least another year.
Official pricing hasn't been released, but we expect the base Maxima S will cost about $31,000 and the SV should sticker at about $33,000. Our estimates of $2,600 for the Premium and $1,900 Technology option packages are based on current offerings from Nissan and Infiniti. If we go to the bottom line for this Maxima 3.5 SV Premium/Technology-equipped car (plus an additional $200 for a ventilated driver seat), the estimated total comes to $37,700. That's a pretty healthy price tag, but read on to learn why it's worth it.
Less Altima, More 4DSC
In an effort to shed weight and add sporty driving dynamics, the 2009 Maxima's wheelbase has been shortened dramatically by 2 inches and the wheels have been pushed out wider by 1.4 inches in front and 1.2 inches in the rear. There are several measures to improve body rigidity, while the engine and transmission sit lower to improve the center of gravity. Aluminum suspension parts from the Infiniti parts bin have been blended with revised geometry, and the rack-and-pinion steering has been reworked.
And, yes, before the 2009 Nissan Maxima went into production, it was tested on the Nordschleife circuit of the Nürburgring.
All these chassis changes have produced a car that strikes an excellent balance between a comfortable ride and responsive handling balance. We did find, however, that our preproduction test car arrived a few psi shy of proper specification tire pressures, and the ride got slightly busier after proper inflation. Still, there are few front-drive cars riding on all-season tires that can manage to rip through our slalom test at over 66 mph, circle the skid pad with 0.83g of lateral acceleration and supply the kind of quiet, isolated ride that the Maxima does. Where the Altima's ride sometimes feels flinty and prone to shudder on harsh impacts, the Maxima remains composed.
We give extra points to Nissan for resisting the temptation to adopt electric-assist power steering in an effort to gain a single mpg of fuel-efficiency. Likewise, Nissan has avoided unnecessarily heavy steering effort, even though the hydraulic assist is based on the 350Z's system. As a result, the 2009 Maxima provides quick (a 15.2-to-1 ratio) steering that delivers a low-friction yet precise feel during cornering, and manages to provide the kind of useful buildup of effort and informative feedback from the contact patches of the tires that is uncommon in most front-wheel-drive sedans.
More Motor
At the drag strip, the Maxima finally has the beans to outrun the Altima, but just barely, as a comparison of this car's test results and those from a 2007 Nissan Altima indicates. Both cars were equipped with the company's CVT. This time around, 60 mph arrives for the Maxima in 6.5 seconds (6.2 seconds with a 1-foot rollout as at a drag strip), compared to the 2007 Altima's 6.6-second best with a rollout. The quarter-mile also showed the slightly heavier Maxima's horsepower advantage with a 14.7-second run at 97 mph versus the Altima's 15.0-second effort at 95 mph.
It's not common for a manufacturer to simultaneously supply 35 more hp and a 1-mpg improvement in highway fuel economy. Nevertheless, the 2009 Maxima is rated for 19 mpg in the city loop and 26 mpg on the highway. We achieved a combined average of 17 mpg.
Coming to a stop, this 3,631-pound Maxima with emergency brake assist and electronic brakeforce distribution needed only 128 feet to halt from 60 mph with all-season tires. This is better than the Altima, although not a world-class performance. Brake pedal feel is reassuringly on the firm side and offers very good feedback. There's very little idle stroke of the pedal before the brake pads contact the 12.6-inch front discs and 12.1-inch rear discs, and the overall brake action is quite linear and intuitive.
Where's the Oval Clock?
What once was some sort of vaguely sporty assemblage of 350Z-inspired gauge pods, amber LEDs and hard plastic bits is now an attractive, high-quality collection of supple, supportive leather seating, sound ergonomics and up-to-date infotainment.
The interior is dominated by the center stack column, which showcases the Technology package's hard-drive-based navigation system with voice recognition, XM NavTraffic, 7-inch touchscreen color monitor and back-up camera, plus 9.3GB for music storage. The shift paddles, new dual-panel moonroof, premium leather seating (heated up front), power tilt-telescopic steering column with heated wheel, and Eucalyptus wood-tone trim only scratch the surface of the extensive Premium package's contents.
Even with the reduction in wheelbase and now-standard moonroof (dual-panel is extra), the rear accommodations are generous and comfortable. There are liverylike options such as a rear window sunshade and audio/HVAC controls hidden in the fold-down armrest.
The long list of standard Maxima equipment is only outdone by the lengthy descriptions within the optional packages. Suffice it to say the Maxima, in any form, is a raging bargain, especially if you dare to compare a Nissan to an Acura TL or Lexus ES 350.
So Why Isn't It an Infiniti?
Collectively, the total effect of the 2009 Nissan Maxima would have been entirely appropriate for an Infiniti sedan. It's rich, comprehensively equipped, very comfortable, sporty and well worth the extra cash over the economical Nissan Altima.
So where's the oval clock? Answer: All current Infiniti vehicles are based on rear-drive platforms. Infiniti is rear-drive; Nissan is front-drive. Judged on its own merits, the front-drive 2009 Nissan Maxima 3.5 SV we tested is a fine car worthy of flagship status. Forget all that Altima-versus-Maxima trash talk. The Maxima is back.
While we can't entirely sign off on Nissan's claim that the 2009 Nissan Maxima represents the return of the four-door sports car, we can wholeheartedly say that this is the best Maxima yet, and by a mile. It's more fun to drive than a Toyota Avalon or Honda Accord. It has twice the personality of either a Toyota Camry or Hyundai Azera.
The 2009 Nissan Maxima finally has the look, feel and performance to proudly wear the flagship crown for Nissan. It's so good, in fact, that we seriously wonder if our Infiniti I35 scenario might have been the objective of the product strategists. Now, the only question that remains is whether the Maxima faithful have already bought themselves an Altima 3.5 SE or whether they've been waiting for this 2009 Maxima 3.5 SV?
When I first looked at the Nissan, I sorta liked it...but not now for some reason.
Lexus Test Driver
Joined: Aug 2004
Posts: 1,093
Likes: 0
From: North Carolina
I kinda find the car to be a little on the ugly side, it has some very odd details on the outside. But the Interior is nice, mind as well have a Infiniti logo on the steering wheel.
I just home that Toyota has something AWESOME coming with the next generation Avalon. The Avalon is already a nice vehicle, plenty of space front and back but it looks like an old people car, but thankfully Toyota has add-on underbody spoilers and wheels to spice it up a bit.
I just home that Toyota has something AWESOME coming with the next generation Avalon. The Avalon is already a nice vehicle, plenty of space front and back but it looks like an old people car, but thankfully Toyota has add-on underbody spoilers and wheels to spice it up a bit.
I've seen quite a few running around my city (remember, the Audi/Nissan hot weather track is in my city). The body looks nice. However, everytime I see it, outside of noticing the Michigan dealer plates, I always think to myself, "WTF would anybody buy that big *** FRONT WHEEL DRIVE Nissan? With the Genesis on it's way, I just question it every time.
Lexus Fanatic
Joined: Feb 2005
Posts: 12,269
Likes: 296
From: ------
We should all know by now the Nissan Skyline aka G35 is the new 4 door sports car. It will hand the Maxima its *** anyday. Nissan is doing a good job MARKETING the Altima and Maxima as sports sedans but the G35 is the real one.
Overall I still like this car a lot inside and out and glad to see Nissan shrink it. I am just happy it no longer looks like a GS knock-off!!! The interior might as well be in an Infiniti, nice job there.
2 things got me
Some of the aluminum suspension pieces are borrowed from the Infiniti M45.
They continue to share share share.
Also did they say BASE PRICE was 31k and 38k loaded?
Overall I still like this car a lot inside and out and glad to see Nissan shrink it. I am just happy it no longer looks like a GS knock-off!!! The interior might as well be in an Infiniti, nice job there.
2 things got me
Some of the aluminum suspension pieces are borrowed from the Infiniti M45.
They continue to share share share.
Also did they say BASE PRICE was 31k and 38k loaded?
As far as the new Maxima coming out, it certainly looks better then the ugly current one but that is not saying much, interior resembles infiniti models which is nice but it would be nicer if it had a unique interior of its own. The Maximas main problem is the Altima which was originally a much smaller car but now it is very big and pretty much the same size and performance as the Maxima and the new Altima has more hp. The new Maxima is now a little smaller then the older one with more hp but you would think your new flagship sedan would be bigger then a model below it. Hopefully it is more nimble and fun to drive then the floaty current one.