Like the Nissan Pathfinder, the Xterra grew up a few years ago, abandoning its compact-SUV past to join the ranks of mid-size, family-friendly sport utilities. Both models now share Nissan's F-Alpha platform, which underpins the full-size Titan pickup and Armada SUV. As a result, Pathfinder and Xterra are both exceptionally capable off-road vehicles. The defining differences between the two mid-size models are the Pathfinder's longer wheelbase (by six inches), its resulting seven-seat capacity, and proportionately higher price (by more than $5500).
But beyond that, Pathfinder and Xterra are separated by attitude: The luxurious Pathfinder seems more suburban and settled, while the bare-bones Xterra almost demands youthful, outdoor adventure of the kind that Generation-Y so loves to misspell Xtreme. Xterra continues to offer a manual transmission; that's increasingly rare in SUVs, and that alone may sway the buying decisions of some enthusiast drivers. And don't look for leather, even on the options list. Nissan has kept the Xterra true to its original concept as the rugged outdoors type with everything you need, and nothing you don't.
Yet, like Pathfinder, Xterra is substantial, sophisticated, and refined. From the Titan and Armada it has inherited a well-engineered, fully boxed ladder frame. Sophisticated electronics help maintain traction and stability over all kinds of uncertain terrain. Power comes via a 4.0-liter version of Nissan's acclaimed VQ V6 used in the 350Z.
Changes for 2007 are minor, and consist entirely of shuffling content at the various trim levels. The Rockford Fosgate Audio Package for the Xterra SE now includes an auxiliary input jack.
Nissan Xterra X ($20,050); S ($22,300); SE ($25,900); X 4WD ($22,100); S 4WD ($24,350); Off-Road 4WD ($26,200); SE 4WD ($27,950)
The roofline kicks upward toward the rear, to increase second-row headroom. Side mirrors are large and rectangular. Wheel wells are accentuated with squared-off lines, adding muscular shoulders to the Xterra's stance. The bodywork is intended to suggest off-road performance.
At the same time, Xterra still projects a high-utility image. A largely tubular roof rack adds size and a look of no-nonsense purpose. Side steps create easy access to the roof rack, a functional addition underscoring the utility of the roof rack and its integrated cargo box. The angled C-pillar carries Nissan's signature high-mounted rear door handles, a unique design trait that visually links the new Xterra with the original, as well as with the rest of the Nissan SUV family, the Pathfinder and the Armada.
Cargo capability is a priority. The rear seat folds down when needed, and the front passenger seat also folds flat, meaning that lengthy recreational gear or lumber can be more easily accommodated. After all, the Xterra is no poser. It's not a mommymobile masquerading as a rugged SUV for outdoors types. It is, in fact, a rugged SUV for outdoors types.
The center-console storage area and dashboard glove box are both generously sized, and there is also additional instrument panel storage. The cargo area has easily cleaned flooring and a total of 10 utility hooks. In fact, Xterra's inside-rear is set up to handle anything the roof rack can't, such as a dirty dog or muddy gear. There is an adjustable channel system on the cargo floor making it easier to secure bike racks. A built-in first-aid kit is included with the Off-Road and SE grades.
The Rockford Fosgate stereo sounds good. Getting good sound in an SUV interior can be difficult, since there are many hard surfaces combined with soft shapes to reflect and muffle sound. In this case, 380 watts, eight speakers and a subwoofer carry the day.
The automatic transmission, a five-speed overdrive unit, wins points around town. For commuting or driving in traffic, we prefer it. But on the open road, the six-speed manual is a sweet gearbox, with an overdrive gear so tall the engine barely murmurs at cruising speeds. In addition, the six-speed's lower four ratios are all lower than in the automatic, so we could really feel all the torque when we shifted for ourselves.
The 4.0-liter V6 offers very good throttle response. High-speed passing with the automatic transmission does create some noise and vibration as the engine revs toward redline, but only at speeds well above the normal cruising level. No such issues with the manual, which is strikingly refined, yet sporty. We're told the six-speed is a version of the same transmission used on the Nissan 350Z, and we recommend it for those who like to drive.
Regardless of the power train, the Xterra is easy to keep in its lane on the highway, probably due to the combination of rack-and-pinion steering and a speed-sensitive steering assist.
Even though the Xterra's utility quotient is its main design priority, effort has been made to reduce wind noise, and the results are tangible. Large mirrors, an angled grille, a big roof rack, open side steps: These are features that invariably create wind noise, and at speeds over 75 mph, noise does begin to become a factor. Yet below those speeds, the Xterra remains nicely calm and quiet. The roof rack, a prime source of wind whistle, has been designed with oval beams, which slice through the air more cleanly than round or square tubing. Engine noise, likewise, is kept to a minimum through techniques such as a silent timing chain, microfinished surfaces and Teflon-coated pistons.
On smaller roads, the Xterra retains a handy feeling, driving with the ease of a large family sedan. If you push it, the long-travel chassis will show some roll from side to side, and the tires will complain, but in ordinary driving, the Xterra feels consistently composed and, for a truck, highly refined. The 4.0-liter engine has some guts in the midrange and the Xterra accelerates well when coming out of a corner.
We left the highway for a graded dirt road near the Grand Canyon. It had rained in the desert the night before, and as we approached the river, water trickled across the road, accumulating in the middle and flowing down the path. Eventually the trickle became a torrent, then a series of streams, and we found ourselves driving down a canyon path of loose gravel with rivulets of water running around us on all sides. The crunch of gravel gave way to the sound of water and rock in the wheelwells. We were forced to move carefully from side to side to find the firmest ground, crossing running water gingerly, for about a quarter mile. The electronic traction control kicked in and out, but we never got stuck. Eventually, we turned a corner, crested a little hill and arrived at our destination, none the worse for the moisture.
The Off-Road model is intended for situations such as this, because out-of-the-way places are often subject to changes in weather and circumstance. All it takes is a little rain, or snow, or falling rock, to create a challenge. In this case, our Xterra Off-Road model, with its traction control, all-terrain tires and locking differential, not only got us in, it got us out again, which is the whole point with a vehicle like this.
Hill Descent Control allows going down steep, slippery hills without constantly applying the brake pedal. Hill Descent Control is engaged by the driver via an HDC switch. It can be activated at speeds up to 31 mph in 4HI and 15 mph in 4LO.
The Xterra is likely Nissan's most capable off-highway vehicle, one that can handle most challenge
There is nothing else quite like the Nissan Xterra. It's in its element when used as a truck, a dirt-road prowler, or an adventure vehicle. It can handle wet or dirty cargo and clean up like a champ. This latest-generation Xterra is considerably improved over pre-2005 models, with more power, more room, and more carefully thought-out utility features. It's built on a rugged chassis. Yet it's more refined in every way, making it a much more practical everyday vehicle.