Eric's Autos: 2025 Nissan Murano

Practically every car company has been trying to maintain the power/performance of the smaller engines that have been replacing larger engines -- in order to comply with federal fuel efficiency and emissions regulations -- by turbocharging these smaller engines.

Nissan has been doing that too. But it has also been doing something else.

Have you heard about variable compression engines? These do essentially the same thing as turbochargers: Increase an engine's cylinder pressure on demand in order to make more power when it's needed. Except they also do it when demand for power is low -- in order to improve efficiency during those times.

That's the idea, at least.

And you'll find an engine based on this idea under the hood of the just-redone 2025 Murano.

There's also a new transmission. And it isn't a continuously variable transmission.

What It Is

The Murano is Nissan's midsize crossover and (along with the Lexus RX) one of the first. Nissan began offering this model back in 2003, just a few years after Lexus introduced the original -- and game-changing -- RX300 back in 1998.

Prices start at $40,470 for the base SV trim, which comes standard with the new variable-compression 2.0-liter four, a nine-speed automatic and front wheel drive. This one also comes standard with a digital dash display, including a 12.3-inch center touch screen for the secondary systems. All-wheel drive is available as a standalone option; selecting this layout increases the MSRP to $41,470.

The mid-trim SL -- $46,560 -- adds a panorama sunroof, a 10-speaker Bose premium audio system, Google map navigation and a surround-view exterior camera as well as enhanced adaptive cruise control that automatically adjusts speed for curves.

A top-of-the-line Platinum adds quilted leather upholstery, 21-inch wheels, massaging seats for the driver and front-seat passenger, a heads-up display and standard AWD.

MSRP for this iteration of the Murano is $49,600.

What's New for 2025

The Murano has been completely redesigned. In addition to the new appearance and interior, there's also a new variable compression engine -- which Nissan also uses in some of its Infiniti-badged luxury models such as the QX50.

And a new nine-speed automatic transmission.

What's Good

-- A different kind of engine makes this crossover different.

-- No more CVT automatic.

-- A luxury crossover in every respect except the badge -- and the cost.

What's Not So Good

-- No more V6.

-- Variable compression engine is less powerful than the previous V6 -- and doesn't use less gas.

-- Modest 1,500-pound max towing capacity is less than offered by rivals such as the Lexus RX, which can tow up to 3,500 pounds.

Under the Hood

The Murano used to come standard with a 3.5-liter V6 that made 260 horsepower -- paired with a CVT automatic. Both have been chucked in favor of a much smaller 2.0-liter variable compression/turbo engine that makes 241 horsepower, paired with a nine-speed conventional automatic that eliminates the problems associated with CVT automatics.

The first being that many people just don't like them. More finely, they do not like the absence of shifting -- even when it is simulated by programing. Many people are also leery about the long-term reliability of CVTs, which hasn't been great.

On the downside, the new engine is less powerful than the previous V6, and there's no mileage benefit as the much smaller engine only manages 21 mpg in city driving and 27 mpg on the highway.

Last year's V6 touted 20 mpg city, 28 mpg highway.

The reason why probably has to do with the 2.0-liter four having to rely on boost pretty regularly to get the Murano moving. And when the turbo comes online, you may as well have a V6 -- since they both end up using about the same amount of gas.

On the Road

The new nine-speed automatic is a big improvement over the CVT that was the standard automatic last year. It doesn't simulate gear changes because it actually changes gears -- up and down -- as you drive. This just feels more natural than the way a CVT-equipped vehicle kind of surges forward, sometimes simulating the gear changes the transmission doesn't make. And there's the peace of mind that comes along for the ride when you don't have to worry about whether the CVT's belt is going to snap the next time you floor the accelerator pedal.

The variable-compression turbo engine is a mixed bag.

The '25 Murano isn't as quick as it was last year with the V6; it now takes about 8 seconds to get to 60 mph (versus about 7.3 seconds previously), and that's kind of slow for a near-luxury crossover. If there were a significant gas mileage benefit, it would be different -- but there isn't. As interesting -- as daring -- in concept as the variable compression design is, what's the upside for the person considering a purchase?

The Murano deserves more engine -- or better gas mileage.

At the Curb

The Murano is one of just a relative handful of midsize, two-row crossovers. The upside is that the Murano has a lot of first- and second-row legroom -- 44.3 inches up front and 36.3 inches in back.

The downside -- if it is one -- is that there's no third row.

Other midsize crossovers such as the Hyundai Santa Fe and Mazda CX-90 that do have a third row are obviously more suitable for people who have kids, but if you're someone who doesn't, then you may not care about not having the extra row. The Lexus RX doesn't have one either -- and that hasn't kept it from being a bestseller for decades. And the RX has significantly less front-seat legroom (41.8 inches) than the Nissan and about the same second-row legroom (37.4 inches) and much less space for cargo: 29.6 cubic feet behind its second row versus 32.9 cubic feet for the Nissan and just 46.2 cubic feet with its second row folded versus 63.5 cubic feet for the Murano.

And the Lexus starts at $49,125.

For almost exactly the same money, you could buy a top-of-the-line Platinum Murano with AWD (an AWD-equipped RX350 stickers for $50,725) and drive home riding in quilted leather seats with massagers, which aren't available in the RX at all. And you'll also get 21-inch wheels (the RX comes standard with 19-inch wheels), a panorama sunroof (not standard with the RX) heated rear seats (not available in the RX) and a heads-up display that's only available in the RX if you buy the top-of-the-line Luxury trim, which lists for $59,920 to start.

The Murano's all-digital dash is just as fancy-looking as what you'd find inside an RX too -- just for a lot less. And that's the take-home point here. The Murano may be a Nissan but that doesn't mean you're getting more when you spend more for a Lexus.

The Rest

The Murano's main weakness relative to other midsize crossovers -- both luxury-badged and not -- is probably its very modest maximum tow rating (1,500 pounds). Many in the class -- including the RX -- are rated to pull twice as much, and some (like the Santa Fe) even more.

On the other hand, it's an irrelevance if you don't need to tow more than 1,500 pounds -- or anything at all.

The Bottom Line

If it still had a V6, the 2025 Murano would make the Lexus RX and many other midsize luxury crossovers look pretty cheap, given what they cost. Even without the V6, the Murano comes across as worth the money -- as opposed to just spending more money.

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Eric's latest book, "Doomed: Good Cars Gone Wrong!" will be available soon. To find out more about Eric and read his past columns, please visit the Creators Syndicate webpage at www.creators.com.