2017 Nissan Maxima

The region between luxury and merely premium cars is a misty space in which the Nissan Maxima, the brand’s flagship sedan, contends against the likes of the Toyota Avalon, Hyundai Azera, Kia Cadenza, and Chevy Impala, to name just a few.

What are the determining factors? Clearly, it’s more than price. The Maxima’s MSRP range opens at $33,795, which is right around the current average new-car transaction figure. Like all cars in its class, it easily can be equipped to climb over the $40,000 frontier, and the top-of-the-line Platinum edition, our test subject, starts at $41,225.

That’s barely a down payment for any Rolls-Royce; they might not even let you in the door with so little cash. But for 95-percenters, 40-grand is a substantial sum, and in their eyes—had the industry not invented the premium category—this Maxima would qualify as a luxury. Or it would with an Infiniti label on it; another distinguishing characteristic of this class is that the cars share their mainstream brand names with lower-rung models like the Corolla, Elantra, Cruze, and Sentra.

Premium Rewards

Leaving the badge-prestige factor aside, let’s check the major luxe elements here. Leather—check; and the seats are heated, ventilated, perforated, and off-white. Wait, off-white? Nissan calls it Cashmere (the other choice being Charcoal), but it’s a very light hue that dictates no chocolate ice cream cones be allowed inside, ever.

It’s hard to love this Nissan’s woodgrain trim, too, which is allegedly inspired by mahogany. Its appearance on the instrument panel, door trim, and center console is one of the upgrades that comes standard with the Platinum trim level, and makes a case for choosing the slightly less pricey and marginally more driver-oriented SR model we tested last year.

Regardless of the optics, there’s lots of room inside, comprehensive infotainment and connectivity, first-rate audio, upscale appointments, quality materials, and low interior noise levels regardless of vehicle speed or pavement surface.

On the outside, the Maxima may not have the understated elegance of high-end rides from Europe or the in-your-face individuality of recent Cadillacs. But its various angles and creases make it at least as intriguing to look at as any Azera or Impala. And that front-end treatment—Nissan calls this new family look V-Motion—contributes to a curbside presence that makes it hard to ignore.

It’s Only Skin Deep

Checking under the sheetmetal, the luxury-car argument gets a little feeble. The naturally aspirated 3.5-liter V-6 cranks up respectable horsepower, enough to propel our 3607-pound test car to 60 mph in 5.7 seconds—not exactly thrilling, but consistent with the standards of its Premium competition. Despite its 300 horsepower, the Maxima’s powertrain is the key factor keeping it out of the luxury ranks: front-wheel-drive and the Xtronic continuously variable automatic transmission (CVT) do not surpass rental-car norms.

Nissan has been a leader in CVT development, and the Maxima suggests this once-reviled device is edging toward acceptability among folks who like to drive. With a weighty foot on the throttle, the transmission delivers simulated upshifts and also responds well to manual shifting. However, a firm foot on the throttle is required to get into the stepped shift logic. Moderate throttle inputs still produce strong hints of the classic slipping-clutch CVT response, a sense of the transmission trying to keep pace with the engine.

On back roads, the top Maxima gives a surprisingly good account of itself, with a buttoned-down chassis and suspension tuning that’s firm enough to keep cornering attitudes reasonably level and responses to steering inputs reasonably prompt.

Press the throttle hard in a decreasing radius turn and the results are predictable: understeer progressing from undeniable to epic. There’s a Sport mode to sharpen responses a bit, but the phenomenon is the same—front-drive is front-drive, and the trait is common to all the Maxima’s premium competitors.

On the other hand, the steering is a cut or two above most of its rivals, ride quality is supple without being squishy, and the Maxima is a serene place to be as the miles accumulate.

From Here to Infiniti

This car may not have the prestige cred that goes with the recognized luxury brands, and as we’ve already observed in our test of the SR model, the marketing pitch that it’s a four-door sports car is akin to suggesting that a Shetland pony is a good bet for the Kentucky Derby. But assessed for what it delivers, the Maxima’s hedonism is undeniable. If labels and logos aren’t terribly important, luxury is a quality that’s experienced via the eyes, the hands, the ears, and the seat of the pants. And by those indices, the Maxima scores max points on the premium scale.

Specifications >

VEHICLE TYPE: front-engine, front-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $43,010 (base price: $33,795)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 214 cu in, 3498 cc
Power: 300 hp @ 6400 rpm
Torque: 261 lb-ft @ 4400 rpm

TRANSMISSION: continuously variable automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 109.3 in
Length: 192.8 in
Width: 73.2 in Height: 56.5 in
Passenger volume: 96 cu ft
Trunk volume: 14 cu ft
Curb weight: 3607 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.7 sec
Zero to 100 mph: 13.6 sec
Zero to 130 mph: 26.2 sec
Rolling start, 5–60 mph: 6.0 sec
Top gear, 30–50 mph: 3.1 sec
Top gear, 50–70 mph: 3.9 sec
Standing ¼-mile: 14.2 sec @ 102 mph
Top speed (governor limited): 133 mph
Braking, 70–0 mph: 173 ft
Roadholding, 300-ft-dia skidpad*: 0.85 g

FUEL ECONOMY:
EPA combined/city/highway: 25/21/30 mpg
C/D observed: 25 mpg
C/D observed 75-mph highway driving: 32 mpg
C/D observed highway range: 570 mi

*stability-control-inhibited