2016 Nissan Titan XD Diesel

WHAT WE LIKE: With 120 cubic feet of interior space and more than six tons of towing capacity, our long-term Nissan Titan XD is an accomplished companion that has served us well for stricken-vehicle retrievals, sundry moving jobs, and being an all-around workhorse. During snowmobile season in Michigan, the XD also handily shouldered the weight of enclosed trailers on northward adventures, and, as previously noted, its remote starter and heated seats and steering wheel let us savor our morning coffee on the couch while the Cummins diesel comes up to temperature. The Pro-4X Utility and Audio package’s thundering Rockford Fosgate audio system has entertained the audiophiles among us as well, even if it lacks the refined clarity of competing higher-end stereos.

WHAT WE DON’T LIKE: Single-digit fuel economy when towing a decent-size trailer, but that’s to be expected with any heavy-duty truck. What continues to really grind our gears is the Nissan’s stubbornly uncouth Aisin automatic transmission, which abruptly clunks into each forward ratio and is easily caught out by quick, stop-and-go accelerator inputs—despite having yet another software update performed by the dealer under warranty. We’ve previously derided the 5.0-liter Cummins V-8 for its lack of thrust versus the larger engines in other big trucks, yet combined with the clumsy gearbox, the pairing’s lethargic response is an even greater annoyance when trying to move the Titan’s immense bulk through traffic. Servicing this beast also hasn’t been cheap, with the truck’s second 10K visit (oil and filter change, fuel-filter change, tire rotation, and inspection) costing us just shy of $400. Various other complaints have been logged for the difficult ingress and egress due to the Pro-4X’s lack of side steps, the poor resolution of the rearview camera, and for how easily the central touchscreen washes out in direct sunlight.

WHAT WENT WRONG: While it’s not really a malfunction, the diesel V-8’s emission-control system continues to irritate for how quickly it consumes its diesel exhaust fluid (DEF) solution. We’ve added 20 gallons thus far—or one about every 1100 miles—at roughly $6 per via the 2.5-gallon jugs we’ve most often purchased at auto-parts stores. And while that outlay would be considerably cheaper if we filled up at the DEF pump at a truck stop, where the fluid can run closer to $2 per gallon, the Titan’s filler tube is too small to accept the pump nozzle used by semi trucks. The Nissan’s remote tailgate-lock actuator also quit working on us, which the dealer replaced under warranty.

WHERE WE WENT: Other than a jaunt to Chicago, the Titan’s only far-flung adventures since our last update have been two journeys to somewhat-frozen northern Michigan in search of proper snowmobile conditions, both times with a trailer in tow. The XD was generally unfazed by the modest load (about 3500 pounds), and despite the workouts, our average fuel economy has held at a so-so 15 mpg.

Months in Fleet: 8 months Current Mileage: 21,203 miles

Average Fuel Economy: 15 mpg Fuel Tank Size: 26.0 gal Fuel Range: 390 miles Service: $770 Normal Wear: $0 Repair: $0 Urea-Solution Additions: 20.0 gal

Specifications >

VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED: $57,155 (base price: $52,165)

ENGINE TYPE: sequentially turbocharged and intercooled DOHC 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection

Displacement: 305 cu in, 4997 cc
Power: 310 hp @ 3200 rpm
Torque: 555 lb-ft @ 1600 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 151.6 in
Length: 243.6 in
Width: 80.7 in Height: 78.4 in
Passenger volume: 120 cu ft
Curb weight: 7280 lb

PERFORMANCE: NEW
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 28.9 sec
Rolling start, 5–60 mph: 10.1 sec
Top gear, 30–50 mph: 5.3 sec
Top gear, 50–70 mph: 7.0 sec
Standing ¼-mile: 17.3 sec @ 82 mph
Top speed (governor limited): 104 mph
Braking, 70–0 mph: 204 ft
Roadholding, 300-ft-dia skidpad: 0.66 g

FUEL ECONOMY:
C/D observed: 15 mpg
Unscheduled oil additions: 2.5 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance

An available Cummins V-8 diesel engine and near-heavy-duty capabilities make Nissan’s new-for-2016 Titan XD a unique beast, one that the company hopes will afford certain buyers an attractive middle ground between conventional half-ton pickups and full-on heavy-duty behemoths. Yet, the XD’s gargantuan size and substantial mass call into question its tweener status, while some smaller, half-ton rigs can actually match its tow rating of more than 12,000 pounds. To see for ourselves how the XD fares in a real-world environment—serving as both a commuter and a general carryall for our various playthings and detritus—we ordered a 2016 Titan XD Pro-4X for 40,000 miles of servitude.

The big Nissan is the latest in a line of full-size trucks to grace our long-term fleet, including 40,000 miles with the first-generation Titan when it debuted back in 2004. The XD is the first diesel example since our 2010 Dodge Ram 2500 Mega Cab 4x4. These workhorses are in high demand around C/D HQ, accumulating their requisite miles in short order. Although we usually introduce new long-term vehicles soon after they arrive, our XD’s 6000-mile break-in period meant we had to wait a couple of months before visiting the test track, during which time it racked up an impressive 7600 miles.

Although Nissan now offers a 390-hp 5.6-liter gasoline V-8 as standard in the Titan XD, and also in the conventional half-ton Titan, the optional turbocharged 5.0-liter Cummins V-8 ($5000) is a better match for moving the truck’s significant 7280 pounds (its Gross Vehicle Weight Rating, or GVWR, in excess of 8500 pounds technically makes the XD a heavy-duty pickup, exempting it from EPA fuel-economy ratings). Backed by an Aisin six-speed automatic transmission, the Cummins has 310 horsepower and 555 lb-ft of torque, positioning it between the 420 lb-ft offered in the Ram 1500’s EcoDiesel V-6 and the heavy-duty class of diesel engines that top the 900 lb-ft mark.

Similar to General Motors’ stillborn 4.5-liter Duramax V-8 diesel, the Cummins 5.0 was originally envisioned as a powerplant for half-ton pickups—a combination only Ram currently offers, although Ford has a diesel F-150 in the works. It’s also thoroughly high tech, with an iron block, aluminum cylinder heads with composite valve covers, dual overhead camshafts, a 16.3:1 compression ratio, and Cummins’ M2 sequential-turbocharger setup for minimizing lag. A particulate filter and selective catalytic reduction (urea-based, diesel-exhaust-fluid injection) remove soot and oxides of nitrogen from the V-8’s exhaust. Despite the inherent advantages in efficiency provided by energy-dense diesel fuel and compression ignition, the Nissan’s porky curb weight has kept any gains from materializing in the real world. Our test truck’s 15-mpg average thus far is similar to the returns we’ve observed from other large-engine pickups (both gasoline- and diesel-fueled). And our best stint barely returned 20 mpg, which is still less than the 21-mpg figure we’ve recorded with the much-lighter Ram 1500 EcoDiesel.

How We Spec’d It

While you can get either a single- or crew-cab Titan XD for the 2017 model year, 2016 versions came only in the latter configuration, riding on a 151.6-inch wheelbase with a 6.5-foot cargo bed. Base, rear-wheel-drive S models start at $36,485 for 2016, with four-wheel drive adding about $3000, depending on the specific trim. The mid-level Pro-4X we chose, however, is four-by-four-only and begins at $47,165. Along with a two-speed transfer case, 3.92:1 axle ratios, and an electronically controlled limited-slip rear differential, the Pro-4X includes Bilstein monotube dampers, dark-finished 18-inch wheels shod with LT275/65R-18 tires (General Grabber APTs on our truck), and skid plates for the oil pan, 26-gallon fuel tank, transfer case, and lower radiator.

Additional standard equipment ranges from a spray-in bedliner to a gooseneck-hitch mount in the bed to a conventional Class IV receiver out back. An integrated trailer-brake controller also is included. Nissan’s Zero Gravity captain’s chairs coddle front-seat occupants, while the 60/40-split rear bench folds up to reveal more hauling space (extensions are there to create a flat floor, if you need it) and underseat storage. There’s also dual-zone automatic climate control, keyless entry and start, a rearview camera, a 5.0-inch color information display in the cluster, and a 7.0-inch central touchscreen with navigation, satellite radio, and USB and Bluetooth connectivity.

Along with the Cummins engine, our Cayenne Red test truck came with the $3310 Pro-4X Convenience package (leather upholstery with contrast stitching and Pro-4X embroidery, remote start, power for the tilting-and-telescoping steering column, a heated steering wheel, and heated front and rear seats); the $1100 Pro-4X Utility and Audio package (Rockford Fosgate audio with 12 speakers, front and rear parking sensors, a power sliding rear window, Nissan’s Utili-Track tie-down system, LED bed and tailgate lighting, and a 110-volt outlet in the bed); a $345 electronic tailgate lock; and $235 splash guards for a sizable as-tested total of $57,155.

Not a Track Star

In terms of performance, the Titan XD failed to impress on its initial outing at the test track. Its leisurely acceleration to 60 mph (9.4 seconds) and through the quarter-mile (17.3 at 82 mph) make it one of the slowest full-size trucks we’ve tested recently, regardless of size or engine. Not helped by its chunky all-terrain tires, the XD needed 204 feet to stop from 70 mph and circled the skidpad with just 0.66 g of lateral grip, both numbers that put it near the bottom of the segment. Nor is it especially quiet, generating slightly more noise at idle and full throttle (48 and 74 decibels, respectively) than most of the diesel pickups we’ve tested. The unusual warble of noises that the Cummins produces above 3000 rpm prompted one driver to declare, “Chewbacca is my co-pilot.”

That’s not to say the Titan isn’t capable, what with 2003 pounds of payload capacity and a tow rating of 12,037 pounds. In addition to hauling various tires, people, and junk near home, the XD’s break-in period included voyages to western Michigan, Illinois, and New Jersey. Notes in the logbook so far praise its respectable ride quality and the stability afforded by its long wheelbase and considerable mass. The cushy front seats also have earned fans for their long-haul comfort, and all drivers have appreciated the excellent visibility afforded by its massive, extendable towing mirrors.

While the Titan has never struggled with the heavier chores it has been tasked with, several drivers—perhaps accustomed to the greater outputs of heavy-duty diesel pickups—wished for more passing and towing power. Others have complained about the unassisted climb up into the cabin and the poor maneuverability of its 20-foot-long bulk in traffic and parking lots. The electric tailgate release also stopped working for one driver, who resorted to removing the inner panels of the tailgate to access the latch mechanism manually.

Although the 4.5-gallon diesel-exhaust-fluid system was supposedly filled at the factory, a 20-percent-remaining notice illuminated at just 1200 miles, prompting us to add 2.5 gallons ($15.57) to the reservoir. Another 3.8 gallons ($28.37) were added at 5200 miles when the same warning returned; we’ve yet to determine whether the significant consumption is the result of our driving or if this is just one of the thirstier setups we’ve experienced in a modern diesel engine. In between, at 3000 miles on the odometer, the Cummins V-8 also ran low on oil, which cost us $21.39 for a 2.5-quart top-up.

With the Titan’s first service not scheduled until 10,000 miles, our only visit to the dealer was at 2170 miles for a software reflash for the transmission, which seemed to be slipping as it shifted into third gear. The fix appears to have worked, although the six-speed isn’t as deft in its gearchanges as we’d like, and it occasionally shudders if the driver abruptly lifts off the accelerator. The dealer also adjusted the front-wheel alignment and inspected the steering column, which produces an intermittent groaning sound when the driver twirls the wheel. The latter was deemed to be working properly, but the noise can still be heard occasionally, so we’ll keep investigating the cause. While we remain uncertain of the true value of the Titan XD’s mid-level position in the pickup world, our test truck has been immensely capable in the short time it’s been with us, and we expect more of the same over the next 32,000 miles.

Months in Fleet: 2 months Current Mileage: 7771 miles
Average Fuel Economy: 15 mpg Fuel Tank Size: 26.0 gal Fuel Range: 390 miles
Service: $21.39 Normal Wear: $0 Repair: $0 Urea-Solution Additions: 6.3 gal

Specifications >

VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED: $57,155 (base price: $52,165)

ENGINE TYPE: sequentially turbocharged and intercooled DOHC 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection

Displacement: 305 cu in, 4997 cc
Power: 310 hp @ 3200 rpm
Torque: 555 lb-ft @ 1600 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 151.6 in
Length: 243.6 in
Width: 80.7 in Height: 78.4 in
Passenger volume: 120 cu ft
Curb weight: 7280 lb

PERFORMANCE: NEW
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 28.9 sec
Rolling start, 5–60 mph: 10.1 sec
Top gear, 30–50 mph: 5.3 sec
Top gear, 50–70 mph: 7.0 sec
Standing ¼-mile: 17.3 sec @ 82 mph
Top speed (governor limited): 104 mph
Braking, 70–0 mph: 204 ft
Roadholding, 300-ft-dia skidpad: 0.66 g

FUEL ECONOMY:
C/D observed: 15 mpg
Unscheduled oil additions: 2.5 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance

WHAT WE LIKE: Our big 2016 Nissan Titan XD long-termer shines brightest when it’s working hard towing a trailer or carrying lots of heavy things—but that hasn’t often been the case lately as we settle into a Michigan winter. Yet it’s still good to know that such capability is there, even if we’re just trudging through snow with an empty bed. The giant side mirrors are particularly helpful for maneuvering in traffic, and Nissan’s Zero Gravity front seats (touted as being inspired by the weightlessness of space, where one has no pressure points) are all-day supportive. Despite its bulky dimensions and ponderous driving dynamics, the Titan’s remote start, four-wheel drive, and heated seats and steering wheel make it a relatively popular commuter as temperatures plummet below freezing.

WHAT WE DON’T LIKE: The rest of the Nissan’s logbook has been less flattering. The Cummins diesel V-8 is unpleasantly noisy—and even took multiple tries to start on a recent not-that-cold morning—and the six-speed automatic clunks and shudders in stop-and-go driving, despite having received a software-reflash update at the dealer. The Titan’s immense size, both real and perceived from the driver’s seat, combines with its lackluster performance to make it cumbersome around town. (And that’s before you try to park it.) A general lack of refinement manifests in the truck’s cabin, with some panel vibrations being noted, some drivers describing the materials as “chintzy,” and the dated and slow infotainment system drawing brickbats from numerous users.

Our truck also continues to have a powerful thirst for diesel exhaust fluid (DEF), which is stored in a 4.5-gallon reservoir and is injected into the exhaust system to reduce oxides of nitrogen emissions. We may have worked our Titan pretty hard during its first couple of months with us, as we did plenty of towing, but the $125 we’ve already spent to add 16 gallons of DEF over 15,000 miles seems exorbitant. Nissan doesn’t give a suggested range for the DEF tank—the refilling of which in many other diesel vehicles is tied to regular service intervals—instead relying on a digital gauge in the instrument cluster and a series of “Low DEF” warnings that pop up all too frequently.

WHAT WENT WRONG: Our greatest expenditure to date was $352 for the Titan diesel’s first scheduled service at the 10,000-mile mark, which included changing the engine oil and filter, a new fuel filter, a tire rotation, and an inspection. A recall action for the fuel tank’s breather tube—consisting of securing it to the bed rail and removing a temporary cap that was accidentally left on at the factory—was performed as well. We also heard some groans from the hydraulically assisted power-steering system. Upon investigation, the cause turned out to be low fluid level, which was topped off. During that visit the dealer also secured a loose hose for the air-conditioning system, which eliminated an annoying underhood rattle.

WHERE WE WENT: Despite its capacious interior and decent highway ride, our Titan has remained close to home since our last check-in, venturing only as far as Chicago and northern Michigan. Commuting locally means that our meager 15-mpg average hasn’t budged, but we expect the Titan to embark on a few longer trips as soon as snowmobile season ramps up in the northern parts of the state.

Months in Fleet: 5 months Current Mileage: 14,873 miles
Average Fuel Economy: 15 mpg Fuel Tank Size: 26.0 gal Fuel Range: 390 miles Service: $373 Normal Wear: $0 Repair: $0 Urea-Solution Additions: 16.0 gal

Specifications >

VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED: $57,155 (base price: $52,165)

ENGINE TYPE: sequentially turbocharged and intercooled DOHC 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection

Displacement: 305 cu in, 4997 cc
Power: 310 hp @ 3200 rpm
Torque: 555 lb-ft @ 1600 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 151.6 in
Length: 243.6 in
Width: 80.7 in Height: 78.4 in
Passenger volume: 120 cu ft
Curb weight: 7280 lb

PERFORMANCE: NEW
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 28.9 sec
Rolling start, 5–60 mph: 10.1 sec
Top gear, 30–50 mph: 5.3 sec
Top gear, 50–70 mph: 7.0 sec
Standing ¼-mile: 17.3 sec @ 82 mph
Top speed (governor limited): 104 mph
Braking, 70–0 mph: 204 ft
Roadholding, 300-ft-dia skidpad: 0.66 g

FUEL ECONOMY:
C/D observed: 15 mpg
Unscheduled oil additions: 2.5 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance