Under the guidance of principal program director Atsushi Fujii, that vision was transformed into a stunning reality. In doing so, the new Maxima was selected to showcase state-of-the-art engine and suspension technologies destined to appear on many other Nissan vehicles well into the 21st century. To ensure that it would appeal to the broadest possible buyer group, Nissan expanded the Maxima model range for 1995. Carried over are the value-leader GXE, which bases at $19,999 and will account for nearly half of the volume, and the sporty SE, which should take another 30 percent. Topping this triple-thread lineup is the new, luxury-oriented GLE, which stickers for $24,819.

Making Less Equal More

A key goal in developing the fourth-generation Maxima was to create a vehicle functionally superior to its predecessors yet more cost-effective to produce. Responsibilities for this seemingly paradoxical task were shared by Nissan Design International in San Diego, California, and Nissan Technical Center in Atsugi, Japan. The team employed a Cray supercomputer and a NASA structural analysis program to help optimize basic platform design. To ensure a high-quality build, the new Maxima is assembled in Nissan's modern Oppama plant, the same facility that will also produce the new Infiniti I30, which is based on the Maxima platform. How successful was the mission? Despite being incrementally longer and wider, the new Maxima is lighter by some 138 pounds-and priced some $2400 lower-than the '94 model. It's also stronger, safer, quieter, roomier, and dynamically improved in virtually every area In addition to having better performance, this new Nissan is more fuel efficient and friendlier to the environment as well.

Sharp angles have been replaced by decidedly softer contours for '95, but the Maxima's new sheetmetal maintains a conservative- some MT staffers feel too conservative-flavor. Nonetheless, this evolutionary styling treatment, with its distinctively sculpted front end and raised rear deck, does give the car a more contemporary appearance and helped drop the coefficient of drag from 0.32 to 0.31.

Although it remains a midsize sedan, the '95 Maxima's generously proportioned interior boasts more useable space in both front and rear seating areas A longer wheelbase-106.3 versus 104 3 inches-and wider track deserve credit for most of the 3.4 cubic-foot gain, the single biggest increase being 1.1 inches of added rear legroom.

The Maxima's passenger compartment received a comprehensive makeover, which improved both appearance and functionality. Revised front bucket seats strike a good balance between comfort and support, while the rear bench with its fold-down center armrest, offers plenty of room for two adults or three mid-size kids. A revamped dash houses highly legible analog gauges, and the radio and climate-control switchgear has been repositioned for easier access. As one would expect in a car of this class, standard equipment is plentiful. Heading the lengthy roster are power windows/locks/mirrors, air conditioning, AM/FM/cassette stereo, and cruise control. Upscale options include an excellent Bose sound system and leather upholstery, both of which are standard on the GLE.

Complementing the added interior room is a major boost in passive safety. Better impact absorption/dissipation capabilities have been designed into the Maxima's unibody structure, which has 10 percent more torsional and bending rigidity than the '94 version. Also added to the mix are a passenger-side airbag, adjustable shoulder-belt anchors, improved locking belt re-tractors, and side-impact door beams that meet '97 federal specs.

Maxima engineers used several sound- attenuation tricks to further reduce the noise/ vibration/harshness levels to true luxury-car standards. All models benefit from improved suspension-attachment techniques, while the SE and GLE also get electronically controlled liquid-filled engine mounts. Triple seals are used on the doors, and a variety of other sound-deadening materials surround the passenger compartment.

Exploring the Power Within

One of the technical high points of the '95 Maxima is its new Vat engine, which is standard in all models. This new VQ powerplant. is similar in configuration to the VG-series it replaces: Both are 3.0-liter 24-valve DOHC 60-degree sixes. But that's where the parallels end. The revolutionary VQ is smaller, lighter, cleaner, cheaper to build, and easier to maintain. It also makes more power and torque yet delivers better fuel economy.

Because it would be used for a variety of future applications worldwide, would displace between 2.0 and 3.0 liters, and would see both transverse and longitudinal installations, Nissan spared no effort in the VQ development program-nor in its pre-production reliability testing. For the first time in its history, the firm employed a special task force to design manufacturing efficiencies on this all-aluminum wonder. Extensive computer modeling contributed to further optimization and helped reduce total component count by 10 percent. The VQ assembly process is equally state-of-the-art, with 70 percent of its final buildup done by machine. Utilizing a relatively short stroke, new chain-driven two-stage cam drive, and a more-compact cylinder head assured that this engine would set new standards in packaging efficiency. Repositioning various ancillary components netted further gains, ultimately cutting 1.2 inches from the complete VQ assembly's overall height and 3.9 inches from its overall length.

The relentless assault on excess weight in the VQ began with the decision to move from a cast-iron block to an aluminum counterpart with cast-in iron liners. Every major internal component also was redesigned to jettison unnecessary mass. In the end, the new VQ ended up 23 percent-an incredible 108 pounds- lighter than the engine it replaces. To ensure that necessary structural rigidity would be maintained, the VQ is fitted with a beefy single piece main bearing girdle as well as a heavy-duty, cast-aluminum oil pan.

The VQ relies on a unique dual-path system to circulate coolant separately through the block and heads. This split routing not only promotes more uniform cooling of the individual components, it provides for quicker cold-start warm-up, which in turn lowers hydrocarbon emissions. To help increase fuel economy, the design team also attacked internal friction. On that front, all critical crankshaft and camshaft surfaces are microfinished, while the trimmed-down pistons use narrower rings and have a molybdenum coating to further reduce drag. Other mileage-/enhancing emissions-cutting tweaks include more precise control of the ignition, timing, and fuel- injection systems, plus redesigned intake ports. The intake manifolding also was changed to improve low-end torque.

The effect is nothing short of brilliant. Despite its formidable out-put-the VQ makes 190 horsepower at 5600 rpm and 205 pound-feet of torque at 4000 rpm-it garners EPA city/high-way numbers of 22/27 mpg paired with the five--speed manual transmission and 21/28 mpg when matched with the four-speed automatic. That's a gain of 4 percent and 13 percent, respectively, over the standard V-6 in the '94 Maxima, which made only 160 horsepower and 182 pound-feet of torque.

A New Twist On The Old Beam

The new Maxima benefits from a generous helping of suspension wizardry MacPherson struts carry over up front, but the rear struts with parallel links have given way to a new Multi-Link Beam configuration with trailing arms. Lighter, more compact, more space-efficient, and less expensive to produce, the new system also delivers tangible dynamic Improvements over the one it replaces. Nissan will use this patented rear-axle design on many of its upcoming front-drive vehicles, including the new Sentra.

The challenge facing Nissan engineers was to devise rear suspension that would deliver a properly compliant ride while preventing unwanted Camber changes and suspension jacking under cornering and eliminating scuff change (transverse movement of the body relative to the axle) over uneven road surfaces. Both are common problems in a conventional beam-axle design located by a simple Panhard rod. Nissan's variation on the basic theme involves two key modifications. The first substitutes a special oversize lower bushing in the Panhard rod that's stiff vertically but pliant laterally. The second piece in the puzzle is a control link (formally known as a Scott-Russell link) that connects the Panhard rod with the axle to provide additional stability. This combination ensures that the axle will only move up and down thereby maintaining proper camber in the rear tires at all times. This unique hardware also maintains a more consistent relationship between the vehicle's roll center and its center of gravity, which contributes to a better cornering feel and less body roll, regardless of loading. Since the springs and shock absorbers no finger have to contend with as much lateral force, they can be made smaller and lighter. The result: Both ride and handling are improved. And, as an extra bonus, fewer suspension mounting points result in less noise being transmitted back into the body structure.

The secret ingredients in Nissan's new rear suspension: a special lower bushing in the Panhard rod and a supplemental control link The unique design permits only vertical movement of the rear axle, which helps eliminate undesirable scuff and camber changes, as well as unwanted suspension jacking during cowering

Driven to Excellence

Even a brief perusal of objective testing numbers bears out that regardless of model. this new Maxima delivers the goods. Thanks to the potent free-revving 3.0-liter V-6 engine, even an "entry-level" GXE with a four-speed automatic transmission will run 0-60 mph in 7.6 seconds, just one second oft the performance of a five-speed SE model. That's pretty quick for anybody's family sedan. Our only minor complaint: We found that the clutch engagement on Maximas with a manual transmission tended to be a bit abrupt.

The Maxima's handling numbers are similarly impressive. Even the least-aggressive variant can pull 0.80g on the skidpad and snake through our 600-foot slalom at a brisk 63.5 mph. The sporty SE, with its tauter suspension tuning and more aggressive tire fitment, bumps the ante even further, nailing 0.83g lateral and blasting through the slalom at 65.1 mph. These nimble Nissans are equally at home on the freeway or a back road, displaying good ride compliance and progressive, predictable behavior at the limit. While GXE and GLE owners notice a bit more body roll and push in corners in return for added ride comfort, all models share a power-assisted rack-and-pinion steering unit that provides good feedback and four-wheel disc brakes that can be fitted with optional ABS.

As the cornerstone of Nissan's U.S. sedan triumvirate, which includes the Sentra and Altima, the '95 Maxima has a critical role to play in the firm's overall marketing success. Since its introduction in May, it has contributed significantly, helping the nameplate set an all-time sales record in calendar year 1994. Nissan is projecting that the line will eclipse that mark in '95, when volume is expected to top 140,000 units.

Earning the title Motor Trend Import Car of the Year is never easy. To do so over a huge field of strong competitors, highlighted by such premier offerings as the new BMW 7-Series, Lexus LS400, Mazda Millenia, and Porsche 911 Carrera requires a very special kind of vehicle. The new Nissan Maxima is just such a car. We salute all who played a part in its development and proudly name this affordable luxury/sport sedan Motor Trend 1995 Import Car of the Year.

Motor Trend "1995 Nissan Maxima: 1995 Import Car of the Year" February 1995