2009 Nissan Maxima SV Sport
03/23/2009
Shahed Hussain
Since the early 1980s, the Maxima has been Nissan's flagship sedan, combining luxury and sport in equal measure. For the 7th generation Maxima, Nissan's intent was to design and engineer the best performing front-drive sedan in its class. This $30-40K segment is crowded with a variety of front and rear drive entrants such as the Acura TL, Lexus ES350, Hyundai Genesis, Lincoln MKZ, Pontiac G8 GT, and the Maxima's corporate cousin, the Infiniti G37. Amongst these brands, the Acura, Lincoln, and Nissan are closely matched as front-drive performance sedans, although both the MKZ and TL offers optional all-wheel drive, not available in the Maxima.
In recent years, the Maxima evolved into merely a more luxurious Altima, as both sedans share identical platforms, drivetrains, and similar dimensions. To justify its premium position in the lineup, Nissan chose to differentiate the Maxima with more angular exterior styling, and also by retuning the VQ35 V-6 for extra horsepower. Enthusiasts expecting the 6-speed manual available in the Altima will be disappointed, as the CVT (Continuously Variable Transmission) is the sole transmission. The 2009 Maxima rides on the same 109.3" wheelbase as the Altima, which is 1.9" shorter than the previous generation Maxima; width rises to 73.2" vs. 71.7" for the preceding model.
The Maxima is available in the base S and the better equipped SV trim levels; both models share the 3.5L V-6 and Xtronic CVT. The standard Maxima SV can be optioned with the Sport Package or the Premium Package, but not both. Enthusiasts should choose the Sport Package-equipped Maxima, which includes 19-inch alloy wheels with P245/40VR19 all-season or summer performance tires, sport suspension, rear spoiler, leather seats, and xenon HID headlights. We tested a Maxima 3.5 SV with a base price of $31,990; additional equipment included the Sport Package ($2,300), Sport Technology Package ($2,250), and floor mats ($180). The total sticker price for our test vehicle was $37,215, including a $615 destination charge.
Nissan describes the Maxima's interior as a "Super Cockpit. The multi-adjustable leather seats are superbly detailed with perforated leather and contrasting stitching. Both front seats have just the right measure of support and comfort for extended journeys, although the driver's seat includes 8-way adjustments and an extendable thigh cushion vs. only 4-way adjustability for the front passenger. Prominent thigh and torso bolsters hold the driver and front passenger in place yet are not overly restrictive. Passengers taller than 5'-10" may find front and rear headroom limited. Although the outboard rear seats offer unusually comfortable accommodations, the center passenger position is essentially unusable for anything more than short trips. Rear legroom should be ample for most occupants.
Despite its premium position in the lineup, the Maxima's dashboard is covered in the same expanse of bland rubbery plastic used on the Altima. Chrome accents around the vents and a textured metallic center stack fascia add some visual panache to the interior. Secondary audio, Bluetooth phone, and cruise control buttons are conveniently located on the leather-wrapped steering wheel. Gauges consist of a central 160-MPH speedometer flanked by an 8,000 RPM tachometer and smaller fuel and coolant temperature gauges. The optional hard-disk based navigation system uses an intuitive combination of large buttons, knobs to supplement LCD touch screen. Knobs and buttons for the AM/FM/XM radio with 6-disc changer are clearly labeled; the audio system will play MP3 files via a Compact Flash card slot.
Nissan powers all its midsize sedans and coupes with its VQ-series V-6; in the Maxima, the 3.5L DOHC V-6 cranks out 290-bhp @ 6,400 RPM and 261 lb.-ft. @ 4,400 RPM. This free-revving V-6 responds readily to the throttle with ample power and torque up to its 6,600 RPM redline. At idle and cruise, the V-6 is commendably refined, but at full throttle the VQ35 really comes alive, with impressive midrange and top end acceleration. The EPA rates the Maxima at 19/26 MPG (city/hwy.); we averaged just over 23 MPG in mixed city and highway driving.
Maxima owners apparently overwhelmingly prefer automatic transmissions, because Nissan didn't offer the 6-speed manual available in the Altima, instead mating its Xtronic CVT automatic to the V-6. Depending on throttle position, the CVT will adjust its gear ratio accordingly for optimum efficiency or acceleration. At full throttle, engine RPM soars near the power peak and stays there; back off the throttle and revs drop accordingly. Although the CVT probably makes sense for typical Maxima customers, we do wish that Nissan had retained a manual gearbox option, or alternatively, the 7-speed automatic available on new 370Z. Because vehicle speed and engine RPM are not directly proportional, the CVT insulates the driver from direct control with powertrain. As partial consolation, the CVT does have steering wheel-mounted paddles to simulate discrete gear ratios, or the driver can use the console shift lever to simulate a conventional 6-speed automatic transmission. During our evaluation we discovered that the CVT shift logic always selects the appropriate ratio, so manual intervention is usually unnecessary. For winding roads or undulating terrain, the paddle shifters might prove more useful.
Typical of front-drive sedans, the Maxima uses a strut and coil spring front suspension, combined with a 25.4 mm diameter stabilizer bar. At the rear is a multi-link layout with a smaller 21.0 mm diameter stabilizer bar. The sport suspension is available on the Maxima SV model only. Brakes consist of vented discs at all four corners: 12.60" diameter (front) and 12.13" diameter (rear); a firm pedal and progressive response encourage driver confidence under hard braking. ABS, Traction Control (TCS), and Vehicle Dynamic Control (VDC) are standard on all Maximas.
The Maxima joins the Altima on the latest version on Nissan's D-platform chassis. The sport-tuned suspension endows the Maxima with an extremely firm ride that borders on harsh, especially on poorly maintained roads. However, the stiff springs and dampers enable the Maxima to tackle challenging roads with better composure than before. Nissan managed to essentially eliminate torque steer, an impressive achievement considering that all 261 lb-ft. of engine torque goes to the front wheels. Opting for the Sport Package adds all-season P245/40VR19 tires or W-rated Bridgestone Potenza RE050A summer performance tires as a no-cost option; the base Maxima S is equipped with 18-inch wheels and P245/45VR18 tires. Even though our test vehicle was shod with non-standard Bridgestone Blizzak LM-25 winter tires, the short sidewalls ensured exceptional steering response, and minimal understeer. Unsurprisingly, the cratered roads in southeast Michigan took their toll on ride quality, causing the tires to skitter over bumpy roads or crash through potholes. For a more compliant ride, the standard 18-inch wheel and tire package may be a better alternative.
From its introduction in the early 1980s, the Maxima combined luxury with sporting aspirations as Nissan's premium sedan. But with the V-6 Altima and the Infiniti G37 priced above $30K, the Maxima overlaps both of its corporate siblings. In addition, in the past few years several excellent Asian and domestic sedans have encroached on the Maxima's turf. In an effort to reclaim its standing as the premier FWD sport sedan, the new Maxima offers sharp handling, a superb V-6, and distinctive styling, but is hampered by a transmission that doesn't do justice to a sport sedan or the option of all-wheel drive, available from other brands. While current owners should be pleased with the thoroughly revamped Maxima, other sport sedans have largely eclipsed it in the marketplace. This is no fault of Nissan, which has probably created the best Maxima ever, yet ironically, the Maxima that Nissan should have designed wears the Infiniti badge.
