By on August 15, 2016

2017 Nissan Titan Crew Cab

Nissan’s second-generation Titan arrives in crew cab, V8 form with a U.S. base price of $35,975, including $1,195 for destination and handling.

A terribly long run for Nissan’s first full-size pickup truck effort resulted in only 471,242 U.S. sales between 2002 and 2015, roughly the total number of Ford F-Series pickups sold every seven months. Nissan has forged a unique strategy for the Titan’s relaunch, with the heavier-duty — though not quite Heavy Duty — Titan XD already on the market with a 310-horsepower Cummins 5.0-liter V8 diesel powerplant.

Now the regular-duty 2017 Nissan Titan is arriving in concert with an upgraded full-size pickup truck warranty that matches Nissan’s commercial van coverage: bumper-to-bumper, five years/100,000 miles. 

With regular-duty Titans largely unavailable of late, U.S. sales of the midsize Nissan Frontier skyrocketed in the early part of 2016. “Skyrocket” is not a term ever used to describe Titan volume. U.S. sales peaked at 86,945 units in 2005, the truck’s second full year on sale. Nissan averaged fewer than 17,000 annual sales since 2010.

2017 Titan crew cabs will be sold in S, SV, SL, Platinum Reserve, and 4×4-only PRO-4X guise, all with a seven-speed automatic transmission and a 5.6-liter V8 producing 390 horsepower. The SV is a $2,890 leap beyond the base S. The Titan SL is nearly $9,000 more expensive than the SV. Four-wheel drive adds $3,030 to the price of the S and SV, $3,080 to the price of the SL, and $3,090 to the price of the Platinum Reserve.

Pricing for the top-of-the-line 2017 Nissan Titan Platinum Reserve Crew Cab 4×4 starts at $56,595. The least costly four-wheel drive Titan Crew Cab is priced from $39,005. (The least expensive F-150 SuperCrew 3.5-liter EcoBoost 4×4 variant of the best-selling pickup truck line in America, Ford’s F-Series, currently includes $1,500 of incentives that pull the price down to $38,570.)

In most trims, pricing for the 2017 Titan XD with the 5.6-liter gas engine requires a $1,510 jump above the equivalent regular-duty Titan.

2017 Nissan Armada

Nissan’s other full-size, body-on-frame vehicle now operates on the separate platform of the global Nissan Patrol and the three-year-old Infiniti QX80. With $995 in destination and handling fees, 2017 Nissan Armada SV pricing begins at $45,395. Four-wheel drive adds $2,900.

At the top of the heap, the 2017 Nissan Armada Platinum AWD starts at $60,985. Prices for the Infiniti QX80 begin at $64,245.

Sales of the outgoing Armada peaked at nearly 40,000 units in 2005, its second full year of availability. 37,083 Armadas have been sold in America over the last three years. Segment-wide volume across the full-size, volume brand SUV spectrum is up 9 percent this year, but Nissan and Toyota combine to earn less than 8 percent market share.

Nissan says the 2017 Nissan Armada is on sale now. 2017 Titans are beginning to arrive in Nissan’s U.S. showrooms.

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24 Comments on “Nissan Prices 2017 Titan Crew Cab V8 From $35,975, 2017 Armada From $45,395...”

  • avatar

    Hey, we’re over here! Have some discount and try our truck.

  • avatar
    Kyree S. Williams

    The QX80 may be a few years old, but prior to that, it was the QX56, dating back to MY2011. So it’s effectively six or seven calendar years old. I think this would have been a good opportunity to upgrade the interior interfaces in both the QX80 and the Armada, but I guess Nissan thinks differently.

    The Armada also should have retained the blacked-out A-pillars that both the QX80 and the Patrol have.

  • avatar

    Just test drove a “old” body style ’14 Titan Pro-4X (crewcab), back to back with an ’11 F150 (SuperCrew, 3.5EB, Limited trim) and a ’14 Ram Tradesman/Express(?) (hemi, 8A, shorter crewcab). I couldn’t really focus on the supposed outdatedness of the Titan when what really stood out was that this two year old truck with 60k miles had in-op A/C, and a weird driveline vibration which I thought was flat spotted tires but did not improve with driving. I still think that if I found a well functioning one that it’d be the right truck for me, but so far I’m 0 for 2 on Titans, not sure if that anecdotal sample is indicative of anything.

    Ram is just too road-oriented IMO with fragile looking chrome wheels and low hanging painted front bumper, plus this particular 12k mile ’14 Hemi had some sort of weird lifter tick (googling shows a lot of folks with the same ‘symptom’). But I found the powertrain to drive the best.

    The Ford i think might be the “goldilocks’ combination of adequate clearance (especially once the stupid aero lip is torn off), and on-road performance. Mixed feelings on the Ecoboost, when I first drove it it felt like it was stumbling at bit at idle around town, almost like it was sputtering or something. Acceleration was strong but not as satisfying feeling as the Ram. Titan on paper is far and away the weakest but driving it unloaded it felt plenty quick and responsive.

    Not considering GMs due to wholly inadequate ground clearance and the crewcabs are all made in Mexico, Tundras are next.

    • 0 avatar

      Since your looking to include offroad I think the Titan is the best bet. The tundra may be 2nd. Half ton’s seem to have really fallen behind with offroad equipment in the last generations. I like Rams personally but if I was going to spend the cash I would get a used Ram 2500 with the 6.4. Nice truck good pricing heavy duty gear underneath.

      On the hemi, well welcome to Mopar. Honestly I have heard a variety of explanations for the noise. My old LA 318 in my ramcharger did it but my 318 magnum didn’t. In the ramcharger it was clogging of the hydraulics on the lifters thinner synthetic seemed to quiet it. I imagine a number of the hemi’s it’s also lifter noise but there may be other issues too. I know several people who had the issue but no one seemed to have a catastrophic failure from it.

      So lay persons guide to mopar, generally reliable (gets you where your going) But trim coming loose random things feeling cheap are perfectly normal weird sounds and vibrations are normal but oddly (at least for their trucks) it will keep chugging along for 200k plus miles it just will have lots of (really cheap) issues along the way. My 2000 durango (with 157k miles) for instance has never had a problem that kept it from driving wherever I need to go, but little (sub $25.00) repairs are required every few months to keep it perfect.

      • 0 avatar

        To be honest I’m on a constant pendulum swinging between my frugal side that insists on me driving older stuff (on the bottom of its depreciation curve) and having to wrench on it, and then the other side of me that just wants to be able to consolidate to one newer do-it-all vehicle that I can just get in and drive and never have to touch it aside from oil changes. The problem is that my “do it all” dream vehicles end up being quite pricey. Not unaffordable per se, I just am uncomfortable with the thought of having that much money tied up in a relatively quickly depreciating asset. Of course if I have something new and reliable, I get the itch to wrench on something so I inevitably end up buying another cheap junker. Old junker gets fixed up to the point of being reliable, and the new car seems superfluous. Rinse and repeat!

        Sounds like Mopars almost have some Lada-flavor to them. Cheap to work on, and they’ll generally always start, but there’s always some fiddly thing to fix.

        • 0 avatar
          Big Al from Oz

          I had a 2WD 2015 SLT dual with a 5.7 Hemi rental. Overall I thought the engine was okay. There was a crauchy feeling at very light throttle loads. I thought it was the 8 speed as it only occurred around 35-40mph, but someone here at TTAC suggested it was the engine dropping in and out of 4 to 8 cylinders.

          The Hemi felt like a good engine, actually to good for the chassis and suspension tune of the Ram, which rode really comfortably. This affected it’s handling quite a bit. It handled like a large family car from the 50s or 60s.

    • 0 avatar

      In the spring of 2004 I bought a Titan SE KC, 4×2 with off road pkg, tow pkg, and utility bed pkg. The only repair it has ever needed was the replacement of both exhaust manifolds early on due to a manufacturing defect. I upgraded the front brakes to the 14″ units that came out in 2008, I installed Firestone airbags on the rear axle, and Bilstein shocks to replace the junk Ranchos. The truck now has almost 150,000 miles and it has been the best truck Ive owned to date, and I have owned all the brands including a cornbinder way back when. The AC still blows cold, cab has minimal squeaks and rattles, it pulls trailers like a freight train, and with the airbags I can haul literally anything I want. The only thing it doesnt do very well is go very far on a gallon of gas but since its been paid off for years…who cares.

    • 0 avatar

      If you get the F150 for anything other than towing trailers heavy enough to require fiddling with WD hitches, get the 2.7. The 3.5 tries a bit too hard to be a diesel engine. Probably nice for max towing with a half ton, but it doesn’t feel lively the way the 2.7 does.

      Back to back, even up to maxed out rental trailers (4-5K LBS), the 2.7 still shines over the 3.5. The ‘Stang V8 is undoubtedly nice too, but doesn’t really come into it’s own when mated to a slushbox. The 2.7 is the FiST of trucks.

      With the sheer volumes Ford sells of F150s, many to young males, why-oh-why not offer a variant with the V8 and a manual box from the Mustang? Even if truck duty requires fitting the heavier duty Getrag or whatnot. Even if only a few percent of f150s are ordered that way, it may still be the biggest selling manual in America.

      • 0 avatar

        stuki that would be way cool, and I’d immediately be swayed to it for that reason only. But it’d have to be a trucky serious shifter for me, no sporty short shifters in my trucks!

        I’m still not sold on the ecoboosts, particularly one as highly boosted and stressed as the 2.7L seems to be. I’d almost prefer the naturally aspirated 3.5L at that point.

        • 0 avatar

          Just suck it up and get a Cummins ram then…. Aside from non synchronized Fullers ,you can’t get a driveline with more old school’y truck charm than that.

          I’m by no means a turbo fan in general, but turbos and slushboxes are made for each other. And the 2.7, with Ford’s attendant transmission programming, is as good as a modern turbo engine gets.

  • avatar

    Nissan’s other full-size, body-on-frame vehicle now operates on the separate platform of the global Nissan Patrol and the three-year-old Infiniti QX80. With $995 in destination and handling fees, 2017 Nissan Armada SV pricing begins at $45,395. Four-wheel drive adds $2,900.

    I was going to balk at that price but then I remembered what a low option Tahoe will cost. The bigger story might be that buying an Armada looks like a much smarter bet than buying a QX80.

  • avatar

    A couple weeks ago I visited a local Honda dealer for a minor repair to my Fit. While there I ask my salesman if they had a new Ridgeline I could look at. They had only one. A FWD only model they were forced to take. (had only been there a day) All the others they had delivered so far were sold on arrival. Then yesterday I drive by the Nissan Dealer. (directly across the street from the Honda dealer and owned by the same franchise) Out front was a new Titan with a huge $10,000 off sticker plastered down the side. I realized they are two very different vehicles and different target audiences. But wow, what a difference. Seems Nissan should just lower MSRP ten grand and try to stimulate some foot traffic.

  • avatar

    That Nissan hits a home run… for blatantly copying Ford styling.
    Cribbing and plagiarizing will get you expelled from academia, but seem to be perfectly acceptable in the automotive world. I can’t be the only one who has noticed this.

    • 0 avatar

      It’s not plagiarism if they’re not trying to pass it off as some wholly original idea…and no company in the history of automotive design ever has, because that would be impossible.

    • 0 avatar

      I don’t know about that, but I see Nissan didn’t learn anything from Chevy’s 2015 Silverado grill fiasco. It looks like something out of a J.C. Whitney catalog…

  • avatar
    Big Al from Oz

    I have seriously toyed with the idea of buying a Titan XD and converting it to RHD. The easy part is buying it and bringing it to Australia.

    The hard part is the conversion. There is plenty of experience in converting Big Three pickups and Tundras but so far I have yet to see a Titan in Australia.

    What would make it really easy is if a Patrol dash and steering setup bolts straight in. I doubt it will since the Titan sits on a modified Nissan van chassis and not a Patrol chassis.

    It would be nice to see how the new 5.6 performs.

  • avatar

    I have owned two Titans (consecutively, for almost 250,000 miles combined), and now own two Ram 1500 trucks (simultaneously).

    Titan reliability was pretty good, except for the cracking exhaust manifolds; a $2,500 job (covered under extended warranty luckily for me) on each of the trucks, with the second Titan (@ 187,000 miles when I traded it) due for its third set of manifolds… Nissan never changed that ‘feature’ in the Titan’s long run (12+ years), they just kept installing new manifolds that would eventually crack again.

    The fuel economy of the Ram trucks (with MDS on the Hemi) is much better than the Titan. In mixed driving, I get around 20mpg in the Rams.
    Reliability of the Rams has been good so far: I’ve got a combined 90,000 miles on the trucks now, and no issues to speak of.

    The ride in the Rams is also much smoother than the Old Titan.

    And last, but for me at 6’4″ certainly not least, the driver’s position is an ergonomic minefield in the Titan; lots of leg and headroom, but if you sit upright your eyes are close to being in line with the upper edge of the windshield. New Titan looks like it retained that design feature, so I’ll stick with the slightly better position in the Ram.

    My main gripe with the Rams is no telescoping steering wheel, on any trim :-(

    So, if I had to choose today between Ram and Titan, I’d go with the Ram.

    • 0 avatar

      Good to know in regards to the exhaust manifolds, seems to unfortunately a pretty common solution for manufacturers, not re-engineering a failure prone part but just hoping they’ll get by with a few warrantied parts and then the people that hang on past warranty will just be screwed.

      Does your Hemi Ram have some of that ‘ticking’ phenomenon at idle? 20 mpg in mixed driving is awesome, and hopefully the longer term durability/reliability proves satisfactory.

      • 0 avatar

        My exhaust manifolds were replaced under warranty at around 40,000 miles. Since then Ive gone 110,000 miles with no issues. I was told by the dealer the replacements were a improved version. Regardless, replacements can be had for $233.00 built in cat and all.

      • 0 avatar
        bumpy ii

        Toyota did come up with a tube manifold to replace the cast ones on the RZ engines (truck 4-cylinder). First thing I changed when I bought my T100.

      • 0 avatar

        The ticking is a feature of the Hemi engines; some do it, some don’t. According to Ram, and also other owners of high-mileage vehicles, it won’t hurt the engine. After 180,000 combined Hemi miles (we also own a 90,000 mile 6MT Challenger), I’d have to agree with them.

  • avatar

    I completely agree. I thought it was an F150 first glance at the picture. This truck has been morphing that direction and this takes it almost there.

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