Every now and then a journalist sticks his foot in his mouth, and so it was with me and a Nissan PR person. PR person: we go the extra mile to make sure the press has access to everything we make, we don’t hide anything. Me: (after a long pause) oh yea? What about the NV Passenger van? How about that!? Eh? Why haven’t I seen one before? Hiding something? My Nissan minder whipped out his phone, made a call and a ginormous shiny black box appeared a week later. That’s my story and I’m sticking to it. I did not, I repeat, did not grovel and beg to Nissan’s top brass to get my hands on a full-size van.
Public opinion on the NV’s styling ranged from “I love the bold grille” to “dear God, put my eyes out.” Let us know what you think in the comment section. The dominant feature on the NV is certainly the front end which features an honest-to-goodness hood. This might sound totally banal at first glance, but anyone who has worked on a GM van knows the engine isn’t under the hood; it’s mostly under the dash with a bit inside the cabin. (This is why minor repairs on a GM van tend to start with “first, drop the engine”). The NV looks more like someone grafted a bread van box to a Nissan Titan, which in many ways is exactly what Nissan did.
Personally I like the shape of the NV. It looks different from the current crop of domestic people movers, I like chrome bling and I have a soft spot for a long hood. Am I crazy? Perhaps, I like the way the Ford Flex looks too. Looks aside, there’s a practical benefit to having a hood: the engine isn’t in the foot-well. In the GM and Ford vans the engine position means your legs are cocked to one side and your right foot is cooked after a 2 hour road trip. The hood allowed Nissan to lower the floor up front improving head room and making the vehicle feel more like a typical SUV than a big-rig.
The NV’s dashboard is formed from hard plastic, just like GM and Ford’s passenger vans. Hard plastics in general put up to hard abuse better than trendy minivan squishy bits. The NV’s interior showed no early wear despite our tester’s gig as a Nissan shuttle for drunk journalists for most of its 6,500 mile life. Although Nissan felt the need to dress parts of the dash in matte black ala GM/Ford, the color choices seem more modern than the competition.
Shoppers have three trim levels to choose from: S, SV and SL. The $31,990 S model is the starting point for the NV vans. Creature comforts like power locks, power windows and cruise control can be added for $650 or come standard along with map lights, a center storage console, 120V inverter, two extra cup holders, backup parking sensors, power driver’s seat, two more speakers (6 total), and a CD player on the $34,190 SV model. The top-of-the-line $37,690 SL model adds dual-zone electronic climate control, front and rear parking sensors, leather surfaces on all 12 seats, heated front seats and Nissan’s “low-cost navigation” system with backup cam. All models come standard with a rear HVAC unit with vents in the ceiling and the floor for rear passengers. Nissan priced the NV carefully, slotting it between the GM 2500 and 3500 series vans (and considerably less than a “comparable” 2WD Suburban if you’re wondering.)
Our SL had Nissan’s standard 5-inch touch-screen nav unit (available on the SV for $950). The nav system also includes XM radio, XM traffic, USB/iDevice integration, Bluetooth speaker phone functionality and a much-needed backup cam. If you’re familiar with aftermarket nav systems, you’ll feel right at home with the Nissan system’s snappy and straightforward interface. The music player interface is fully featured, but the only voice commands built into the system are for the phone interface. While the system will let you browse your iPod or dial a phone number while you drive off the road, you must be completely stopped to enter a navigation destination.
The front seats and most of the switchgear are borrowed from the Titan, complete with adjustable head rests and driver’s lumbar support. Instead of a full-vinyl seat on the S and SV (like Ford and GM) Nissan uses a tough, car-like fabric for the seat and vinyl side bolsters for improved durability. Front seat comfort proved exceptional during my week with the NV, something that is even more impressive when you consider the Savanna and E-Series front seats were not designed with the human back in mind. The rear seats are far more comfortable than the competition but not overly comfortable in general thanks to moderately firm padding and an upright seating position.
Instead of 3-4 person bench seats, the NV takes a page from the minivan playbook and splits the rear thrones into 4 two-seat and 2 singe-seat modules. While the seat modules can’t be described as light, they are easier to remove and replace than those in the competition. Nissan claims the 6 seat modules allow for 324 different seating configurations. All you need to know is: you can carry 12 people and limited cargo, 10 people and 10 suitcases or 8 people with camping gear. Try that in an SUV.
Innovation has been absent from the van market for so long things like headrests in the rear seem like a novelty. The reality is they’re an essential safety feature providing greatly improved neck protection in rear-end accidents. This shouldn’t just matter to customers with large families but to businesses worried about liability lawsuits as well. In addition to the headrests, Nissan tosses in curtain airbags for all four rows (the competition covers the front row only) and seat belts integrated into the seat modules. Integrated seat belts improve safety system geometry in a crash, they also keep you from having to climb through a seat belt jungle to get to the back row and when the seat is removed so are the belts.
As nice as these improvements are there are still a few things that would bug me if I needed a large family vehicle. The rear seats don’t fold which would make cargo hauling without removing the benches easier (they don’t recline either.) There is also a distinct cupholder shortage in the NV with 10 cup receptacles for 12 passengers (and 4 are up front leaving the 10 people in the back to fight over the remainder.) If you’re a baby-on-board type, the NV has three LATCH equipped seats and two more seats with extra top-tether-anchors.
Under the NV’s long hood you’ll find two engines. The S and SV models come standard with a 4.0L V6 lifted from Nissan’s Frontier pickup truck. The VVT equipped V6 is good for 261HP at 5,600RPM and 281lb-ft of twist at 4,000RPM. Nissan’s 5.6L V8 engine (a close relative to the Infiniti M56’s engine) bumps power to 317HP at 5,200RPM but more importantly cranks out 104lb0ft more twist than the V6 (385 total.) Nissan makes the V8 standard on the leather-clad SL, and a reasonable $900 option on the SV and $990 on the S. Both engines are mated to Nissan’s heavy-duty 5-speed automatic which sends power to the rear wheels only. If you need AWD, visit your Chevy or GMC dealer. The 5-speed auto is a welcome improvement over E-350’s 4-speed, but one cog shy of GM’s new 6-speed in most Express/Savanna models. (GM’s 1500 series vans still get ye olde 4-speed in both RWD and AWD configurations.)
Before you buy the V6 in hopes of better fuel economy, let’s go over some numbers. Our V8 SL tipped the scales at an eye-popping 6,862lbs, the V6 is only 200lbs lighter. Next, consider the payload. An “obese of Americans,” that’s my new collective noun, can reach or exceed the NV’s payload range of 2,408 (V8) to 2,700lbs (V6). Put in perspective the V8 is at its limit after 200lbs of cargo and twelve 180lb occupants. If your clientèle (or family) is on the waiting list for America’s Biggest Loser, look at GM’s 3500 series van. It can haul 3,515lbs of American beef. Trailer owners will be pleased to know the NV still boasts a stout 8,700lb V8 tow rating.
If you’ve been paying attention you will have added these numbers up and discovered a fully-loaded NV weighs a cheeseburger shy of 9,300lbs. Even with the V8’s 33% improvement in torque and a downshift-happy 5-speed, freeway entrance ramps require a heavy right foot, careful preparation and fervent prayer. Add an 8,700lb trailer and 12 campers and you have 18,000lbs to get up to speed. With numbers like these the slight power differences between the Nissan 5.6L and GM6.0L V8 and the extra cog in GM’s transmission just don’t make much difference in acceleration. Should you need more consistent shove, consider GM’s 6.6L diesel, just be prepared to shell out some serious cash since the 525ft-lb Duramax is a $14,000 option.
With a gross vehicle weight (GVWR) starting at 9,430lbs the NV isn’t required to wear an EPA fuel economy sticker, but considering the lighter Titan scores 13/18MPG with the same engine, keep your expectations low. Over a 550-mile week we averaged 13.8MPG in mixed driving and observed a high of 15 on the highway and a low of 10 around town. Most of that time the NV was nearly empty. That may sound bad, but you should keep in mind it’s no worse than the GM and Ford competition. It’s also likely more fuel efficient to carry 12 in one vehicle than driving two 6-passenger SUVs.
By putting the engine under a hood rather than under the dashboard (like GM and Ford), the NV had to be longer than the competition to carry the same number of people. This means the 12-passenger NV is about the same length as the 15-passegner Savana (18-inches longer then a Suburban) making it difficult to find parking spaces. Thankfully Nissan managed to give the behemoth a 45-foot turning radius which is several feet smaller than the GM and Ford vans and just two feet larger than a Suburban. Thankfully our SL model had standard front and rear parking sensors and a backup cam which proved essential in parking lot maneuvers.
With 245/70R17 rubber on all four corners, an SUV-like 8.1 inches of ground clearance, recirculating ball steering and a rear suspension that uses leaf springs and a solid rear axle, the NV behaves like a full-size pickup truck or 1990s full-size SUV out on the road. Nissan’s choice of steering mechanisms may sound odd, but it results in the NV having a more predictable on-center feel on the highway and requires less effort in the parking lot. Honestly, it still has more road feel than a BMW with EPAS.
As you would expect from a vehicle with a high payload capacity, the NV tends to get “bouncy” on broken pavement if the rear seats are unoccupied but overall the ride is closer to a Suburban than a cargo van thanks to the extra weight in the rear. Visibility is the major complain in the NV with the sea of whiplash-reducing headrests making rearward visibility nearly impossible even without passengers in the van. In addition the NV sports an incredibly large B-pillar on the driver’s side which creates a large blind spot on your left. The optional backup cam solves part of the rearward visibility question, and Nissan does include blind spot mirrors on both sides of the NV but I still found the thick pillar bothersome because I’m used to looking over my shoulder when required.
When I tested Nissan’s cargo NV last year I found it to be the most civilized and comfortable van on the market, well priced and ideal for the owner/operator man-in-the-van. The passenger version of the NV sets a new benchmark in a phone-booth sized (and often overlooked) market segment. If you’re looking for a comfortable and upscale vehicle for your airport shuttle business or the most comfortable way to transport your family of twelve, you don’t have many options. Ford’s new T-Series van shows plenty of promise but won’t be on sale for nearly a year. Until the T-Series is out and we can get our hands on one, the Nissan NV should be the first and only van on your list.
Nissan provided the vehicle, insurance and one tank of gas for this review.
Specifications as tested
0-30: 3.510 Seconds
0-60: 9.52 Seconds
¼ mile: 16.55 Seconds @ 85.9MPH
Average fuel economy: 13.8MPG over 550 miles