At the Chicago Auto Show, Nissan pulled the covers
off the latest version of its full-size Armada SUV. If the "fleet of
warships" name didn't give you enough of a hint, it brings a bit of
attitude to the line of full-size family hauling trucks.
See also: Nissan's Titan Warrior is a battle-ready desert racer that can conquer the daily commute
Sporting a body similar to the QX80 from Nissan's luxury arm
Infiniti, the Armada makes its linage known with a big, chromed-out
Nissan grille. Behind the grille, however, is a new 5.6-liter V8 engine
bolted to the fully boxed ladder frame.
Though the same size as the last Armada's V8, this new one — thanks
to a lot of new tech — gets 73 more horsepower for a total of 390. All
of that is routed to a seven-speed automatic transmission that turns
either the rear or all four wheels, depending on whether you buy the 4x4
version or not.
Although powerful, and capable of towing 8,500 pounds, the engine is
shockingly quiet — at least, according to Nissan. The Japanese carmaker
brags the interior has "library levels" of quietness. More than quiet,
it's also luxurious. The 8-inch navigation screen and 13(!) speakers
come standard, as well as heated front seats and dual zone climate
control.
The new Armada signals that Nissan is keen to make the most of this
weird time in automotive history while gas is cheap. Personally, I'm
glad to see it. The last model had a dated design and wasn't compelling.
However, if this one takes lessons from the QX80, which I consider one
of the best big SUVs on the road today (minus the Infiniti silliness),
the 2017 Armada should be extremely rewarding.
Diesel is a dirty word these days thanks to the Volkswagen scandal.
That’s
a shame, because the engine technology offers the kind of performance
that’s quite appealing, namely serious muscle off the line and
significantly improved fuel economy over gasoline-powered engines.
Into
this hostile environment, Land Rover brings its first diesel for the
American market. Do not judge by the misdeeds of others; the Td6 3-liter
turbodiesel motor may be the best way to motivate a Range Rover.
Diesel’s stump-pulling power encourages off-roading, perfect when
tossing this $103,925 (as tested) luxury vehicle on the Rubicon Trail.
Let’s
address the gaseous elephant in the room: emissions. Like other
automakers, Land Rover uses a fluid called urea, which mists the exhaust
to knock down emissions, turning harmful nitrogen oxide into plain old
nitrogen. The urea tank gets filled every 10,000 miles or so. There’s
low-pressure exhaust gas recirculation, too, but then I’d be getting all
technical on you.
The
Td6 packs 254 horsepower and enough soul-satisfying torque to drag
Lucifer back to Hades, 440 pound-feet to be precise. Five minutes behind
the wheel of this rig is the best publicity diesel could have. Only
those outside the car might, and I emphasize might, know this is a
diesel. The telltale grumble is replaced with a sonic quality closer to
gasoline direct-injection. Inside, the Range Rover is whisper quiet even
as it cranks from rest to 60 miles an hour in about seven seconds. Fuel
economy is officially rated by the government at 22 miles per gallon in
the city, 29 on the highway. I averaged 28 in mixed driving, heavy on
urban slogging.
Power
is routed through an 8-speed transmission (its controller knob glides
strikingly from the console on start-up). Most will leave Land Rover’s
Terrain Response four-wheel drive system in auto mode. For severe
traversing, dial in the symbol of the terrain you plan to cross (much
like sorting socks, only there’s always a match). In everyday use, this
deftly maneuvers the concrete canyons it will see most. It’s no Miata,
but it’s well controlled for the breed.
Imagine
fording 35 inches of water while cocooned by fine leather and woodwork.
In an S-Class Mercedes, that would mean something is terribly wrong.
Everything seen and touched inside the Range Rover’s cabin has a stout,
hefty quality about it, even the floor mats. The Meridian sound system
delivers on its lofty sonic promise. I want the carpet in my house.
The
rear seats don’t slide fore and aft to max out leg or cargo room. But
if passengers complain about the space, feel free to kick them out. They
get their own climate control, seat heaters and a great view of the
sky. Cargo room is vast enough to haul furniture to the summer place.
The air suspension drops the back for easier loading.
Land
Rovers have a four-year, 50,000-mile warranty for those concerned about
reliability. To be straight-up honest, my practical Midwest upbringing
once saw the luxurious appointments of a Range Rover to be a little
much. Who pushes a vehicle that begins at $85,945 through knee-deep mud
on the way to boulder-strewn paths? I now find the amalgamation of opera
house refinement and mountain goat ability perversely appealing.
The
$1,500 premium for the diesel engine is a wise investment, less for the
fuel economy than its driving pleasure. For the wealthy, a Range Rover
can be a money saver, combining luxury car and off-roader into one
purchase. S.U.V., in this case, stands for supremely upscale vehicle.
INEXPENSIVE
gasoline has fueled sales of the crossovers and sport utility vehicles
that Americans love. That’s good for the automakers’ bottom line, but it
also presents a challenge as fuel economy standards get stricter.
What’s a company to do? Build something like the BMW X5 xDrive40e, a plug-in hybrid.
It
would appear that this technology is the way to go for the foreseeable
future, since batteries that take cars hundreds of miles are expensive
(looking at you, Tesla) and there is no refueling infrastructure yet in
place for cars using hydrogen fuel cell technology.
With
a pure battery range of 14 miles, the 40e is no Volt. It charges in
three hours on 220-volt current, seven hours on 110. It can reach 75
miles an hour on battery power alone; the gas engine assists from there.
It does not have to be charged up to operate, but that defeats the
purpose, right?
BMW’s
eDrive consists of a turbocharged 2-liter, 4-cylinder engine assisted
by a 111-horsepower alternating-current electric motor tucked into the
8-speed transmission housing.
In
total, there are 308 horses and a healthy 332 pound-feet of torque. The
lithium-ion battery pack is beneath the cargo floor where in the X5
35i, the 40e’s fully fossil-fuel sibling, the third row of seats would
live. The 40e is strictly a five-seat affair.
There
are three drive modes: Max, Save and Auto. Max provides pure electric
power; Save forces gas operation and even charges the battery a bit.
Most owners will use Auto, in which the 40e behaves much like any
hybrid. The difference is that the smooth electric-to-gas transition
happens at higher speeds, up to 45 miles an hour.
Impressively, the 40e drives much like a standard 35i.
The
brake pedal feels a touch disconnected, common with hybrids. From
inside the cabin, the quiet 4-cylinder engine seems as if it’s in the
next county.
Quicker
than a Prius, the 40e bolts from zero to 60 miles an hour in 6.5
seconds with a standard all-wheel-drive system that’s always active. It
drives well, though at 5,220 pounds, it’s around 430 pounds heavier than
the 35i, and that mass is felt. The hippopotamus ballerinas from
“Fantasia” come to mind. It’s an S.U.V., not an M3.
Fuel
economy depends on how it’s driven and how frequently it’s charged. If
you understand the government rating of 56 miles per gallon equivalent,
you’re smarter than average. I saw everything from 57 m.p.g. (driving
carefully in urban conditions) to 21 m.p.g. with a hard foot and a spent
battery. My total average for the week was 31 when I plugged it in
nightly.
Whatever
the fuel economy, occupants will enjoy the interior. Soothing accent
lighting bathes the entire cabin. Seats are bolstered for a wide range
of posteriors. The 40e is most efficient when a destination is set on
the navigation system (by drawing letters and numbers on the iDrive
function knob) since the eDrive takes into consideration the topography
of the route. Be aware that the drivetrain turns off if you open the
front door. It’s a safety feature.
In
the rear, a low-profile drive shaft tunnel keeps the back seat
spacious. Two adults can stretch out; three smaller passengers should be
comfortable. The seats split 40-20-40. The battery pack eliminates the
cargo area available in the 35i without the back seat option, but the
trunk space remains the same size.
Today’s
cheap gas makes it tough to break even financially. The car starts at
$63,095 (the version I tested was $71,995) and the eDrive hybrid system
is $5,000 more. A $4,668 federal tax credit nearly covers that bill, but
don’t forget the charger installation. Still, if plug-in hybrids are
the future of efficiency, we could all do a lot worse than drive
something as well engineered as the X5.
-Solid state two color LED indicates stage of charger -Spark proof during lead connection, reverse polarity protected & a 12-foot output cord -5 year warranty
