2005 Nissan Xterra Review

Specifications

More of Everything in Nissans Less-is-More 4×4

Nissans Xterra, since its introduction in 1999, has been among the minority in the SUV world - a truck that can back up its purposeful looks with actual toughness and off-road prowess, at least if it was outfitted with a 4×4 drivetrain. Those poseurs looking only for the rugged image have plenty of wanna-be SUVs to choose from, but this isnt one of them.

Back when the Xterra was being developed, it represented the first vehicle Nissan had conceived since the Z, with the express objective of appealing to a very specific customer, rather than trying to be most things to most people. It had a very narrow focus - a functional SUV for an active lifestyle - and that continues in the second generation.

It is still the genuine article, a rough-and-ready truck for risk-takers who seek adventure in life far off the beaten track. The newest generation Xterra continues to embrace this approach, and applies todays technology and design to improve the breed.

Lets face it, though, the original Xterra was a bit crude, even for the crowd it was pitched to. For example, its V6 engine, of the generation previous to the one now found in just about every Nissan vehicle was not a paragon of power or refinement. So lethargic was it that Nissan equipped it with a supercharger, which brought power up to more acceptable levels, but at the cost of any semblance of reasonable fuel economy.

It was definitely time for a new Xterra that built on the proven strengths of the original, while improving the areas that customers wanted the most - power, drivability, on-road dynamics, roominess, cargo versatility and off-road performance.

Nissan hardware has come a long way in the last six years, and the new Xterra benefits fully from the latest technology. Its platform is a version of that used in the full-size Titan pickup, a fully-boxed separate frame using high-tensile strength steel for light weight with ruggedness.

Suspension is all-steel double wishbone up front and traditional leaf-sprung solid axle out back. Such a set-up is well-suited to the Xterras mission in life, which is to say that its owner will happily trade off some on-road comfort for the durability of a solid axle. The vertical travel of the suspension is relatively long, which permitted a greater degree of suppleness to be engineered into the set-up. The ride is not overly harsh or jarring.

The previous lack of power, refinement and fuel economy has been amply addressed with the installation of the 4.0-liter truck version of Nissans ubiquitous VQ V6 engine, in this case putting out a robust 265-horsepower and 284 lb-ft of torque at a usefully low 4,000 rpm.

Backing up this refined engine is either a six-speed manual transmission with wide ratios for acceleration and fuel economy, or a new electronically-controlled five-speed automatic. I drove the automatic, and it was well-suited to the engine.

From there, the power goes either to the rear wheels or to all four, the latter via a traditional transfer case that provides a low range for serious off-road work. All four-wheel drive Xterras are equipped with this drivetrain, but it is the Off-Road model, which we drove at the launch event, that has the full gamut of traction- and control-enhancing features.

On the mechanical side is a locking rear differential that increases traction on very loose surfaces or where one rear wheel might not have contact with the ground.

Beyond that, the Off-Road has just about every electronic aid that todays technology can offer. Hill Descent Control gets you down the steepest hills without worrying about vehicle speed changing from a crawl. Hill Start Assist holds the Xterra in place on an uphill start, without any rollback for up to two seconds. Both are available with automatic only, and only on the Off-Road model.

From there, the Off-Road (and the SE model) have all the active safety measures that any premium car would have, including tire-pressure monitor, anti-lock brakes, traction control, and Vehicle Dynamic Control that can correct skids.

Adding to its ruggedness, the Off-Road has a full set of skid plates to protect its vital systems from underneath, specific Bilstein shock absorbers, and a set of BF Goodrich Rugged Trail T/A tires in 265/75R16 size.

You would think that this set-up would be so much like an ox-cart that you really wouldnt want to drive too far on paved roads. Indeed, for those who seldom venture too far off-road, there are the basic S and luxury SE models. But the Off-Road is really quite comfortable on-road, too. I drove many miles on paved highways at 60 mph, and it was quiet and comfortable, for the kind of vehicle it is.

I also drove the back roads between Canmore and Kananaskis in Alberta, Canadas Rocky Mountains, where the SUV was introduced, with conditions ranging from rocky, twisty canyon trails to wide-open muddy and icy gravel, and the Off-Road excelled. The Xterra felt totally in control.

I cant vouch for its ability in negotiating more vertical terrain, but it is likely to be equally capable in those conditions, given its ground clearance of 9.5 inches, approach angle of 33 degrees, and departure angle of 29 degrees.

Inside, the Xterra is basic, befitting its image. Room is increased in every direction, compared to the last generation. The rear seats fold flat in 60/40 fashion, and the
cushions are removable. The front passenger seat also folds flat, allowing long objects to be carried inside. There are lots of storage compartments, including a big center console and a double-deck glove compartment.

One non-basic feature on the Off-Road and SE models is the 380-watt Rockford-Fosgate CD6 Audio System that has nine speakers and MP3 capability. Plus, satellite reception capability is integrated.

The expected luxuries of air conditioning, power windows, locks and mirrors, cruise control, and remote keyless entry are standard across the board. The comfy drivers seat is manually adjustable in eight directions.

The cargo area, accessed by a swing-up gate, is of the plastic “easy-clean” variety. Nissans Utili-Trak channel system sees two channels installed longitudinally in the floor, into which moving tie-down hooks are installed. Other tie-downs on the sides of the cargo bay make for easy securing of bulky items. A stretchy cargo net keeps smaller items under control. The full-size spare tire is under the small hidden storage compartment, itself under the main cargo deck.

And that is about it. As Nissan says, “everything you need and nothing you dont.” It is claimed that the Xterra is a “segment of one,” with no real competition. Certain Jeeps come
to mind as being similarly capable, as well as past Land Rovers and past and future Toyotas. Regardless, the Xterra is the vehicle to have for lifestyles that start at the outer edge of urban existence.

It is also quite affordable, with its price ranging between $20,800 and $29,780. Of particular note, the most you can spend on an Xterra is less than the least you can spend on a Nissan Pathfinder, the more “mainstream” SUV in the line. In other words, for the substantial content and capabilities the Xterra possesses, it is very good value.