2010 Nissan Maxima Review

Maxima ranks as one of the longest-running sedan nameplates at Nissan.  On board since 1981, seven generations have passed through dealer lots.  The current 2010 model year offering changes little from 2009, which marked the most recent generational update, although Bluetooth hands-free phone technology is now standard.

The compact Sentra, mid-size Altima and Maxima (also classified as a mid-size) have been sedan mates at Nissan since 1993.  The respected subcompact Versa joined the sedan parade in the 2007 model year.

Solely front-drive (no all-wheel-drive sibling is offered), the premium performance Maxima targets mid-size buyers looking for a bit more room and amenities. It's not Nissan's volume leader (that's left to Altima), but tweaked more upscale.  While Altima offers three trims and two engine selections (as well as a coupe version),  Maxima choices are scaled down with two trims (S, SV) and a standard 3.5-liter V-6 cranking out a respectible290 horsepower (22 more than Toyota's largest V-6-powered sedan, the Avalon).  Altima and Maxima sedans come standard with Nissan's continuously variable transmission (CVT), one of the industry's most reliable.  The Japanese automaker has been perfecting this smooth operating  technology longer than just about anyone. Don't expect to find a conventional automatic transmission with first, second, third and fourth forward gears, as Nissan's CVT effortlessly cycles through an infinite range of forward ratios for smooth ride with few 'clunking' sensations as the vehicle accelerates

While Maxima and Altima have virtually identical lengths and heights, Maxima measures approximately two-and-a-half inches wider. Headlight housing wraps around to side fenders in cat's eye fashion as the grille extends forward several inches towards the narrow, rectangular, honeycomb grille with circular logo front and center.  The high side belt line flares outward on upper rear side doors and back fenders as the rear curvature of the roof merges with the short deck lid.  Chrome, strap-like handles adorn all four doors and chrome also outlines side windows on SV models. Dual exhausts add a touch of potent power. While a front glass moon roof comes standard, a dual-panel version is optional in SV.

While promoted as a four-door with coupe-like styling, Maxima does not reach the same aggressive stance as the rear-wheel-drive Dodge Charger sedan. Maxima does have eye-appeal over Toyota's conservatively-styled Avalon which prioritizes an upscale, floaty ride over Maxima's sportier-tuned elegance.

Our SV test trim retailed for $33,180 ending with a $35,180 bottom line including a $720 destination charge.  The entry S edition starts at $30,690. The up-level SV trim adds leather-appointed sport seats, premium nine-speaker sound system, fog lights and turn-signal blinkers built into side-view mirrors. Cloth seats adorn S trims.

Option packages (sport, premium and tech) are the domain of the SV trim; none are offered in base S.  In-dash navigation is optional through several of the tech packages.

Push button ignition is standard along with a timely reminder in the instrument panel  message display that the brake pedal needs pressing. The convenient trunk release on the lower left dash, requires a simple downward push to remotely pop the lid. In the same row are a power outside mirror monitor and heated steering wheel button (optional).  The large, partitioned glove box is versatile and well designed. Front doors include molded cup holders.  Back seat riders must suffice with dual holders in the fold-down arm rest, part of an optional 60/40 fold down seat back.  Pull straps found in the trunk must first be yanked to unlock the mechanism.

A foot operated parking brake opens up room in between thick, wide  front buckets for dual in-line cup holders, CVT transmission shifter  and two-tier storage bin/arm rest. Three small dials control fan speed and dual temp zones while a push-button directs the blower.  Our charcoal interior (café latte is the other choice) included a sprinkling of brushed aluminum with oval vents at the corners and vertical vents flanking a top middle screen display (and doubling as the navigation screen where equipped). Cruise and secondary audio controls are found on the three-spoke steering wheel face.

Decent front headroom gets offset by limited second-row noggin space thanks to the steeply slopped rear. Maxima's greater width over Altima allows for three adults in the back for limited engagements. Rear doors open wide enough allowing for adequate leg entry. The 14.2 cubic inch cargo region is average for the mid-size class (but less than Altima) while strut-type hinges outside the bay. The hood also employees strut hinges for easy lifting.

Maxima gets a solid B for standard safety features including side curtain air bags, dual front air bags, front-seat side impact air bags, crumple zones, energy-absorbing steering column, traction control and four-channel anti-lock brakes. Like to have turn signal blinkers standard across both trims and knee air bags added. Also standard is a backup camera with the feed transmitted to the center navigation/information screen when the transmission is in reverse.

The 3.5-liter V-6 with CVT generates 19 miles per gallon city and 26 highway, not quite attaining the fabled 30 mpg highway barrier. Avalon generates a mile or two better in each category. Premium petro is recommended for Maxima's 20-gallon tank. Brakes react with gentle pedal pumping rather than a quick grab once tapped.  Maxima's speed-sensitive power rack-and-pinion steering has the quickest steering ratio of any Nissan giving Maxima a slight handling edge over Altima.  Driver's have good front, side and rear sight visibility.

Maxima is assembled in Smyrna, Tennessee outside Nashville.  Middle Tennessee's Grand Ole Opry headquarters is also Nissan's North American home base.