road test: nissan maxima se - june 1994
An old flame remakes her style without changing her winning ways.

BY KEVIN SMITH

If romance really is sweeter the second time around, Nissan's new Maxima packs the sugar punch of twice its weight in triple-chocolate profiteroles.

We've been fans of the Maxima ever since the third generation of Nissan's "big" four-door sedan appeared in 1989, even more so since the sport-tuned SE model got a 30-horsepower boost in 1992. The smooth, spacious, 190-hp Maxima SE won a squeaker of a comparison test in August of that year, outpointing the Taurus SHO and Camry SE with its balance and ability to do everything well.

Now the car has been completely redone, with a brand-new engine, a trick rear suspension, and modernized styling. And even though the scrumptious recipe of the previous Maxima was a tough act to follow, the new car came out tastier still.

Tagged an early-release 1995 model, the fourth-generation Maxima starts with a new body structure. It is 10 percent more rigid, sits on a two-inch-longer wheelbase, and has uncluttered exterior contours that recall the previous Maxima only in an isolated detail here and there--notably, the rear-quarter window with the BMW-like back cut in the lower corner. Aesthetically, we can quibble about whether the lines are as distinctive as they should be, and we can wonder if the grille opening and the air intakes in the lower bumper were designed by different committees. But there's no question the look is clean and contemporary, with just enough hint of Altima in the proportions to create a nice family resemblance.

Propping up the sheetmetal is a chassis much like the old one in front but totally different in back. Previously, struts were used at all four corners, and they're still there up front. But the new rear suspension uses an interesting and apparently effective variation on the torsion-beam concept, one Nissan calls "multilink beam."

For front-drive cars, the simple, light, easily packaged beam axle has great appeal. And it offers good camber control, keeping the tires nicely squared to the road surface. But the traditional method of ensuring lateral location--a single lateral link, called a Panhard rod, attached at one end to the axle and at the other to the body structure--can compromise control by forcing a slight arc to body motions that really want to be straight up and down. Over big bumps, this creates a minute lateral displacement of the body and "scuff change" at the wheels. It can also cause a jacking action in corners, which differs slightly between right turns and lefts.

Nissan didn't like the control problems these effects created, and it found an answer: an auxiliary link between the axle and the midpoint of the main lateral rod to create a scissors action, accommodated by a sliding pivot at the rod's axle mount. Vertical body motions are now truly vertical, and the system's inherent stability and consistency allows softer springs and bushings. This provides a smoother, quieter ride along with enhanced control.

Driven back to back with the former SE model, the new Maxima SE does indeed feel softer overall, which may put off some enthusiast drivers at first. But pick your test--emergency evasive maneuvers, fast corners or slow, smooth roads or bumpy--and there is no discernible penalty for this greater compliance. In fact, the new car stays better planted, especially at the rear, and there is noticeably less flailing about through fast right-left-right transitions.

The other new ingredient in the Maxima recipe is the engine. It's still a 24-valve, 3.0-liter 60-degree V-6, but virtually no parts interchange with the previous powerplant. Aluminum alloy cuts the weight of the block casting nearly in half, repackaging of the cam drive and accessories shrinks its external dimensions, and the usual refinement of electronic controls manages gains in both performance and efficiency.

But for the enthusiast driver, the engine's running character is perhaps more notable even than its on-paper features and benefits. A short-stroke design (3.66-inch bore by 2.89-inch stroke, versus the previous engine's 3.43 by 3.27) and a concerted effort to lighten the weight of all rotating and reciprocating parts have given the new V-6 a lively, free-revving feel. It responds instantly to throttle, spins up with a nicely subdued growl, and makes a perfect match with the five-speed manual gearbox that is the natural enthusiast's alternative to the four-speed autobox.

Output figures for the new engine are the same 190 horsepower at 5600 rpm of the former SE engine, and 205 pound-feet of torque at 4000 rpm, up from 190 at the same engine speed. So this engine is at least as strong as the old SE unit, and it's pulling around a car a good deal lighter: 3100 pounds, compared with the 3238 of our August 1992 comparo car. Acceleration is sparkling. Our '95 Maxima SE scampers to 60 mph in 6.7 seconds and covers the quarter-mile in 15.3 seconds, reaching 91 mph. (The '92 ran 0 to 60 in 7.0 seconds, the quarter-mile in 15.5 seconds at 91 mph.) Top speed is 135 mph, within production tolerances of the 137 mph we saw in the '92 car.

But again, the quality of the Maxima's movements is perhaps more lastingly pleasing than their rapidity. The car runs with a whippet's gait, smooth and urgent, covering ground with long, easy strides, yet always willing to change direction instantly or break into a full sprint. Weighting in the steering wheel and pedals is beautifully balanced, and the car imparts an impression of great smoothness and polish without sacrificing a sense of mechanical presence. You feel the tires and engine working, but they seem happy on the job.

In a perfect world, we might wish for slightly less assist from the power steering, a thicker rim for the wheel, and a little less free play in the gear lever. That's about it. The seats are excellent, and the cockpit is roomy and well appointed.

The Maxima family grows to three members this year, starting with the base GXE and branching to the sport-tuned SE and the luxury-trimmed GLE. The 190-hp engine is common across the line, as is a lengthy list of standard features. The SE adds slightly higher spring and damping rates, half-inch-wider alloy wheels and one-size-larger tires, a rear spoiler, foglights, and some black-out trim. The GLE gets leather and imitation-wood interior trim, its own alloy wheel design (but in the narrower width), automatic climate control, keyless entry, and an upgraded Bose stereo (most of these items are optionally available on the SE). Current Maxima prices range from about $21,000 to $27,000, and the new car will likely occupy about the same territory.

She's changed her style, all right, and repackaged the goods. But the moves we liked all along are even better now. This romance still has a lot of miles left in it.

THE VERDICT

Highs: High-gloss refinement, rev-happy V-6, light-on-its-feet handling.

Lows: Styling that blends a little too well with the surroundings.

The Verdict: A delightful enthusiast's car masquerading as a practical sedan.

COUNTERPOINT

Quiet silky ride, spectacular fit and finish, quicksilver gearbox, good steering, velvety power delivery. Like its predecessor, the Maxima errs a tad on the side of ride, sacrificing some handling to body roll. But it is now so luxurious that the trade-off seems appropriate. I do wish Nissan's stylists would graduate to something other than their boxy designs. And what's the deal with the gaudy chrome billboard "M-A-X-I-M-A" across the rump? Still, this SE will do grievous injury to several upscale sedans that cost more but aren't as much fun. The Acura Legend and the Infiniti J30 come instantly to mind.
--John Phillips

An unusually fulfilling sedan lies beneath the quietly elegant bodywork of the new Maxima SE. Although not an overt sports sedan, it scoots to 60 mph in 6.7 seconds and offers finely calibrated steering and precise handling. Though not a dedicated luxury cruiser, it has a commodious interior and a fine complement of creature comforts. Best of all, the SE offers the increasingly rare option of a manual gearbox. With a price of around $27,000 loaded, the Maxima SE is one of the most satisfying sedans that a discerning driver can buy.
--Csaba Csere

The Maxima's interior looks great, feels sumptuous, and displays a high level of fit and finish. Indeed, it rivals the cockpits of more expensive sedans. Also hidden under the less-than-svelte skin is a new all-aluminum V-6 that is both smoother and stouter than its predecessor. Throw in a top-notch drivetrain, precise handling, and an excellent ride and you have a superb all-around sedan. The shortcoming in this car is the chunky-looking design of the exterior sheetmetal.
--Andre Idzikowski