Nissan Xterra reviews

2003 Nissan Xterra Driving Impressions

Nissan Xterra feels tight, smooth, and refined, in a utilitarian sort of way. Thanks to high-tech sound insulation in places not normally insulated, the Xterra is quiet at freeway speeds. But when you floor the throttle, the single-cam V6 gets pretty loud. And the luggage rack hisses in the wind.

Xterra sways with gusts and leans in curves, not surprising given its height and boxy shape. That big vertical rear window provides excellent visibility, but it gathers dust and dirt like crazy; fortunately, a rear wiper/washer is now standard on all Xterra models.

Xterra is nimble at slower speeds, feeling lighter than its 4046 pounds. The steering is very nice. At higher speeds there is a slight lag in the steering from the on-center position, but the straight-line ride is very nice.

The suspension takes bumps well; it sometimes has a bit more trouble with dips, which can be felt in the pit of your stomach similar to the feeling from a fast-stopping elevator. The suspension does a great job on washboard gravel roads. In corners, there's less sway than you might expect given the high center of gravity, but head toss is significant over rutted and potholed dirt roads.

The front suspension is by double wishbones; the rear is leaf springs with a solid axle. Power steering is by recirculating ball. The body rides on the backs of 10 individually tuned dual-rate rubber chassis mounts, so there's no harshness there at all. The Xterra rides much better than the Frontier pickup, while sharing the Frontier's strong ladder-type frame.

The naturally aspirated, 180-horsepower 3.3-liter V6 is challenged to smartly drag the 4WD Xterra's body weight of 4046 pounds. Stand on it, and the V6 roars but isn't able to generate a lot of thrust. It works fine for every day use, but we recommend against racing for pink slips.

The 210-horsepower supercharged V6 benefits from an Eaton blower designed specifically for Nissan. Unlike a turbocharger, a supercharger delivers its power the moment the driver pushes on the throttle. It also produces strong torque (246 pounds-feet of torque at 2800 rpm), though it doesn't turn the Xterra into a rocket. Acceleration is accompanied by that supercharger whine, which some people like and others don't. Nissan has taken several measures to reduce noise in supercharged Xterras: more insulation under the hood, a thicker windshield, and a baffle in the front fender well on supercharged models.

We haven't tested an Xterra with the little twin-cam, 143-horsepower four-cylinder engine, but we guess that it must be downright burdened. The maximum torque of 154 pounds-feet for the four-cylinder comes at 4000 rpm, versus peak torque of 202 foot-pounds for the V6 at just 2800 rpm. Low-rpm torque is better for accelerating up steep hills or pulling away from intersections.

Nissan's four-speed automatic transmission shifts up and down very smoothly, and its electronic calibration avoids hunting on hills, as long as you're not in overdrive.

If you plan to take an Xterra off-road, make sure you order the optional limited-slip rear differential for the increased traction it provides (standard on SE).

The four-wheel antilock brakes are strong enough, although rear disc brakes would be a welcome upgrade from the current rear drums. The drums are an understandable leftover from the Frontier, where they perform perfectly. Electronic brake distribution improves stability and helps reduce stopping distances by balancing brake force front to rear.