Redesigned for 2005, the Nissan Xterra looks bigger, tougher and more powerful than the first-generation models. This is especially pronounced at the front, where the massive front bumper (brightly plated at the bottom center to suggest a conspicuous skid plate) and bright V-strut grille conspire to add bulk and menace to an approaching Xterra.
The redesign was evolutionary, however, so this latest-generation Xterra looks a lot like the previous generation. As on the older generation, the roofline kicks upward to increase second-row headroom. Side mirrors are large and rectangular. Wheel wells are accentuated with squared-off lines, adding muscular shoulders to the Xterra's stance. The bodywork is intended to suggest an aggressive posture, and performance in the off-road sense.
The Xterra still projects a high-utility image. A largely tubular roof rack adds size and a look of no-nonsense purpose. Side steps create easy access to the roof rack, a functional addition underscoring the utility of the roof rack and its integrated cargo box. The angled C-pillar carries Nissan's signature high-mounted rear door handles, a unique design trait that visually links the new Xterra with the original, as well as with the rest of the Nissan SUV family, the Pathfinder and the Armada.
The Nissan Xterra is roomy inside. It's roomier than the previous-generation Xterra and, more important, it's roomier than other SUVs in this price class. It works well for whisking four large adults and their gear to the backcountry. Second-row seating is stadium-style, meaning that the rear passengers can see over the front-seat occupants.
Cargo capability is a priority. The rear seat folds down when needed, and the front passenger seat also folds flat, meaning that lengthy recreational gear or lumber can be more easily accommodated. After all, the Xterra is no poser. It's not a mommymobile masquerading as a rugged SUV for outdoors types. It is, in fact, a rugged SUV for outdoors types.
Storage compartments have been enlarged (both center console and glove compartment), and there is also additional instrument panel storage. The cargo area has easily cleaned flooring and a total of 10 cargo utility hooks. The rear is set up to handle anything the roof rack can't, such as a dirty dog or muddy gear. There is an adjustable channel system on the cargo floor making it easier to secure bike racks. The built-in first-aid kit is included with the Off-Road and SE grades.
The Rockford Fosgate stereo sounds good. Getting good sound in an SUV interior can be difficult, since there are many hard surfaces combined with soft shapes to reflect and muffle sound. In this case, 380 watts, eight speakers and a subwoofer carry the day.
The Nissan Xterra is an excellent choice for outdoor adventures. It cruises well on highway, more easily and more quietly than the pre-2005 models.
The automatic transmission, a five-speed overdrive unit, wins points around town. For commuting or driving in traffic, we prefer it. But on the open road, the six-speed manual is a sweet gearbox, with an overdrive gear so tall the engine barely murmurs at cruising speeds. In addition, the six-speed's lower four ratios are all lower than in the automatic, so we could really feel all the torque when we shifted for ourselves.
The 4.0-liter V6 offers very good throttle response. High-speed passing with the automatic transmission does create some noise and vibration as the engine revs toward redline, but only at speeds well above the normal cruising level. No such issues with the manual, which is strikingly refined, yet sporty. We're told the six-speed is a version of the same transmission used on the Nissan 350Z, and we recommend it for those who like to drive.
Regardless of the power train, the Xterra is easy to keep in its lane on the highway, probably due to the combination of rack-and-pinion steering and a speed-sensitive steering assist.
Even though the Xterra's utility quotient is its main design priority, effort has been made to reduce wind noise, and the results are tangible. Large mirrors, an angled grille, a big roof rack, open side steps: These are features that invariably create wind noise, and at speeds over 75 mph, noise does begin to become a factor. Yet below those speeds, the Xterra remains nicely calm and quiet. The roof rack, a prime source of wind whistle, has been designed with oval beams, which slice through the air more cleanly than round or square tubing. Engine noise, likewise, is kept to a minimum through techniques such as a silent timing chain, microfinished surfaces and Teflon-coated pistons.
On smaller roads, the Xterra retains a handy feeling, driving with the ease of a large family sedan. If you push it, the long-travel chassis will show some roll from side to side, and the tires will complain, but in ordinary driving, the Xterra feels consistently composed and, for a truck, highly refined. The 4.0-liter engine has some guts in the midrange and the Xterra accelerates well when coming out of a corner.
We left the highway for a graded dirt road near the Grand Canyon. It had rained in the desert the night before, and as we approached the river, water trickled across the road, accumulating in the middle and flowing down the path. Eventually the trickle became a torrent, then a series of streams, and we found ourselves driving down a canyon path of loose gravel with rivulets of water running around us on all sides. The crunch of gravel gave way to the sound of water and rock in the wheelwells. We were forced to move carefully from side to side to find the firmest ground, crossing running water gingerly, for about a quarter mile. The electronic traction control kicked in and out, but we never got stuck. Eventually, we turned a corner, crested a little hill and arrived at our destination, none the worse for the moisture.
The Off-Road model is intended for situations such as this, because out-of-the-way places are often subject to changes in weather and circumstance. All it takes is a little rain, or snow, or falling rock, to create a challenge. In this case, our Xterra Off-Road model, with its traction control, all-terrain tires and locking differential, not only got us in, it got us out again, which is the whole point with a vehicle like this.
We think this is probably Nissan's most capable off-highway vehicle, one that can handle most challenges without the effort of pushing, shoveling, or tow straps. All 4WD Xterra models feature a truck-tough part-time transfer case with low range and electronic control. With the six-speed manual, the low-range crawl ratio is 40:1, better than most Jeeps. Unlike many SUVs, the Xterra has a fully boxed frame and a solid rear axle.
The 2006 Nissan Xterra is available in four trim levels, X, S, Off-Road, and SE, each offered with 2WD or 4WD. All are powered by the 4.0-liter V6. The standard transmission is a six-speed manual; a five-speed automatic is optional on most models but standard on the SE.
New for '06 is the entry-level Xterra X ($19,950), a basic model with wind-up windows. An optional Power Package ($1,100) includes power door locks, mirrors and windows; remote keyless entry; cruise control and a vehicle security system with an immobilizer. The Xterra X is available with an automatic ($20,750). The 4WD Xterra X comes with the manual ($21,950) or automatic ($24,950).
Xterra S 2WD ($22,150) and 4WD ($24,150) have move up from entry-level to mid-grade trim for 2006. They come standard with the Power Package, anti-lock brakes (ABS) and Electronic Brake-force Distribution (EBD), air conditioning, AM/FM/CD stereo, tilt steering, eight-way adjustable driver's seat, Nissan's Utili-Track cargo system, a tubular roof rack, rear bumper steps, and 265/70R16 B.F. Goodrich Long Trail tires on aluminum wheels. The six-speed manual transmission is standard, the five-speed automatic optional ($800). Options include a Utility Package ($550) that includes sturdy step rails, a cargo net, a flat-folding passenger seat for carrying long cargo, a first-aid kid to fit Xterra's signature tailgate bulge.
Xterra Off-Road 2WD ($23,750) and 4WD ($26,050) come standard with the Utility Package and add an electronic locking rear differential, Bilstein off-road shocks, skid plates, fog lamps, 16-inch alloy off-road wheels and taller 265/75R16 B.F. Goodrich Rugged Trail all-terrain tires. Off-Road capability is further enhanced by advanced electronics: Vehicle Dynamics Control (VDC), Hill Descent Control (HDC), and Hill Start Assist, all of which reduce skidding and wheel spin and maintain stability through selective application of the anti-lock braking system. A distinctive black body side molding, unique blue seat fabric, and a cargo net further distinguish Off-Road models from garden-variety Xterras. The automatic is optional ($800).
SE 2WD ($25,650) and 4WD ($27,650) come with the Utility Package but skip the serious rock-climbing gear for a more luxurious image. Automatic transmission is standard, as is a 380-watt Rockford-Fosgate audio system that adds a six-disc in-dash changer, eight speakers with subwoofer, steering wheel controls and MP3/CD capability. The system is satellite-ready, and has speed-sensitive volume control. Wheels and tires upgrade to 265/65R17.
The Rockford-Fosgate stereo is optional ($900) on Off-Road models. XM or Sirius satellite radio are optional ($350) on Off-Road and SE. A Tow Package ($440) is available on all models. Other options and accessories include splash guards ($110), a cargo organizer ($150), retractable cargo cover ($80), in-cabin microfilter ($60), and an auto-dimming rear-view mirror with compass ($230).
Safety equipment for all Xterras includes an advanced air bag system, which consists of dual-stage front supplemental air bags with seat belt sensors and a front occupant classification sensor. Also standard are three-point seat belts for all rear seat occupants (including the center-rear position) and a child seat anchor system. A Supplemental Airbag Package ($700) optional for all models includes side-impact air bags, a rollover sensor, and side curtain air bags.