2016 Nissan Maxima

2016 Nissan Maxima

Episode 3501
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This week we test the 8th generation Nissan Maxima. And once again Nissan has promised a return of the “four door sports car” driving experience that made Maximas of the early 90s so exciting. This car certainly looks exciting. So let’s see if this Maxima’s excitement runs more than skin deep.

The 2016 Nissan Maxima is one of the most stimulating to see sedans we’ve come across in years. It’s rakish and radical. The sexy sheet metal is supposedly inspired by jets. Now, we haven’t heard that line since the 50’s; regardless it is a looker for sure. 

Nissan’s V-motion design theme sets the deep grille, and is echoed along the rest of the car as well. This Maxima adopts the floating roof look of the Murano, with partially blacked C-pillars, and a fast roof that gives the side glass a chopped appearance. Standard, beefy 18 inch wheels further compress the visual height.

But if you think this means a claustrophobic interior you’re wrong. Space is plentiful, yet still engaging, and a lot more upscale. Now, that doesn’t mean Maxima has gone near-luxury. Nissan feels there is plenty of room for classy materials in mass market mid-size sedans. 

The list of standard features is also impressive, including Nissan Connect with 8.0-inch touchscreen navigation, a 7.0-inch Drive-Assist display in the instrument cluster, remote start, full power seats, and dual-zone climate.

Though oddly enough, only a basic backup camera. Only top-level Platinum trim gets Nissan’s Around View Monitor. A terrific feature you’ll find on a Versa Note for less than 20-grand. SL-trim and above add Forward Emergency Braking which in our low speed barrier test mitigated stopping distances without consistency.

On the plus side the Zero Gravity front seats were as comfy and well bolstered as advertised. Rear seats equally so, and there’s almost full-size car room back here. Storage space? Yep, got plenty of that as well, at 14.3 cubic-ft. 

Any sporty car regardless of how many doors needs invigorating power. Here the new Maxima complies with a familiar 3.5-liter V6. But, with the redesign comes significant updates including GT-R goodies like sodium-filled valves. Horsepower climbs to an even 300; torque remains the same at 261 lb-ft.  

The big downer to still the CVT transmission. But, it’s also upgraded and tightened up for better response, and thankfully, quieter operation. Shift paddles are nice and big; and are intelligently mounted on the steering column, not on the wheel.  

So, the question remains. Can this front driver live up to its 4DSC hype? That’s a hard thing to do. We found the new Maxima drives solid. At a decent clip it remains very flat through corners, and overall feels light on its feel. Indeed, 82-lbs. has been shaved from the previous car. 

To get the full experience, opt for the SR model with its unique dampers and larger front stabilizer bar. As well as an Integrated Dynamic-control Module with Active Ride Control. 

We navigated the cones quickly, with sharp turn-ins and a firm feel to the wheel. Braking is undramatic, 60 to 0 in 125 feet. That’s fine, if not as short as we’d like.

Still, at this point, are we starting to be believers? Yep! But acceleration runs made us back off a bit. As one test driver put it, “the engine is willin’, but the trans is illin’”

The Maxima jumped off the line quickly, hitting 60 in 6.1-seconds. 2/10ths quicker than last gen. But after simulating a shift to second, there were awkward power surges that had our car torque steering down the track. Still the full ¼-mile went by fast at 14.3-seconds at 102 miles-per-hour. Now Nissan, give us a non-rubber band tranny and we’ll buy in completely. 

New to the Maxima this year are selectable driving modes; with Sport quickening throttle response and steering, as well as adjusting the tuning of the CVT and the Active Sound Enhancement system.

Out on the road, whether you believe it is a true sport sedan or not, it sure feels like one when you’re behind the wheel. You sit very low, and the thick steering wheel feels great in your hands.

Few standalone options are available with five trim levels starting at $33,235. This SR starts at $38,495.

OK, it’s time to put up or shut up.

Does the 2016 Nissan Maxima deserve the “Four Door Sports Car” label? It’s certainly exciting inside and out, and with the exception of the CVT, an impressive performer for its size, sitting far above the typical mid-size family car class. So, we give it a qualified “yes”. But without reservations, it is the best Maxima, and the best Nissan badged sedan, we’ve ever driven.   

Specifications

  • Engine: 3.5-liter V6
  • Horsepower: 300
  • Torque: 261 lb-ft.
  • 0-60 mph: 6.1 seconds
  • 1/4 mile: 14.3 seconds @ 102 mph
2025 Infiniti QX80 1

2025 Infiniti QX80

Infiniti’s Flagship SUV Sets A Course For Extravagance

Episode 4437
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.

Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.

You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.

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Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.

And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.

It's an impressive looking utility from any angle.

In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.

It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.

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A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.

Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.

Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.

The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.

Specifications

As Tested

  • Engine: 3.5-liter twin-turbo V6
  • Transmission: 9-speed automatic
  • Horsepower: 450
  • Torque: 516 lb-ft.
  • EPA: 16 City | 19 Highway | 17 Combined
  • 0-60 mph: 6.3 seconds
  • 1/4 Mile: 14.7 seconds at 95 mph
  • Braking, 60-0 (avg.): 115 feet
  • MW Fuel Economy: 18.6 mpg (Premium)
2025 Honda Civic Si & Hybrid 20

2025 Honda Civic Si & Hybrid

More Fun, More Refinement, More Civic

Episode 4436
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

If you’re looking at buying a Honda Civic Si instead of a standard Civic, chances are, you’re the kind of driver that actually enjoys being behind the wheel and wants a fun-to-drive car that injects some pure enjoyment into your daily grind. Well, good news! There’s an updated Civic Si that promises to deliver more fun and refinement than ever!

The 2025 Honda Civic Si spearheads a revised Civic lineup that also sees the return of a Hybrid to the roster, something that’s been missing since 2015. This 11th-gen Civic first arrived for 2021, and gets a slightly more aggressive look for ‘25 with an updated front fascia and grille.

And while it remains available as either a four-door sedan or five-door hatchback, the Si comes only as a sedan with a hex pattern grille, gloss black trim and aero enhancements, both up front and in the back, with a decklid spoiler. Other Si upgrades include larger brakes and 18-inch V-spoke wheels for the optional summer performance tires.

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Honda claims the chassis has been stiffened and the suspension retuned for 2025; and it certainly makes for a fun driving little car, though it’s hard to call this current Civic little anymore, as dimensions and interior space are more midsize these days. Under the Si’s hood is Honda’s tiny but mighty 1.5-liter turbo-four engine, furiously spinning up its 200 horsepower and 192 lb-ft of torque. The Si comes exclusively with a six-speed manual transmission with a miniature shift knob and very light clutch enhancing its definitely playful vibe.

At our test track, once we got some heat in the front tires and figured out the best traction control settings, we were able to rip off consistent 6.9-second runs to 60. Not crazy quick, but the free-revving engine and manual trans made for a totally engaging experience. Our best quarter-mile, 15.1 seconds at 94 mph. But it was in our handling course where the fun really jumped up, slicing through the cones like we were in a video game. Yet it also felt well planted the entire time, grip was plentiful, and body roll minimal. Consistency, too, in braking runs, repeatedly stopping in a mere 92 feet from 60 mph.

Our handling course [is] where the fun really jumped up, slicing through the cones like we were in a video game.

No matter which Civic you choose, you’ll get plenty of standard content, including auto climate controls and illuminated steering wheel controls, plus more color choices for ’25. The funky lattice-style dash trim carries over, the Si getting racy red accents and manually-adjusted cloth seats that definitely are sporty. While over in the Hybrid, things take a classier turn with Sport Touring getting leather-trimmed seats, the 9-inch version of their touchscreen infotainment setup with Google built in, a 10.2 digital instrument cluster, 12-speaker Bose audio, and wireless phone charging.

Following Honda’s current marketing strategy, the returning Hybrid will be available in upper trims only, specifically Sport and Sport Touring. It uses a combination of naturally aspirated 2.0-liter I4 engine and Honda’s Two Motor Hybrid system for a 200-horsepower total. Yes, that’s exactly the same as the Si, and the Hybrid setup out-torques bigtime with 232 lb-ft, 40 more than the Si.

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The hatchback’s Government Fuel Economy Ratings are 50 city, 45 highway, and 48 combined. We only managed to wrangle 43.5 mpg of regular in our wintertime driving loop.

The Sedan’s numbers are a little better than the hatchback’s; and while that additional fuel economy is great, with all of that torque, the new Civic throws it back to the original Accord Hybrid, having a bit of a performance bent to it, including a Sport Drive mode that heightens throttle response and tightens up steering. It also gets a unique gauge display and active sound inside the cabin. There are also four levels of regen braking with shifter-style adjustment paddles on the back of the steering wheel. And unlike the Si, you can get the Hybrid as a five-door hatchback, which most of our staff really enjoy looking at and everyone can appreciate its 24.5 cu.-ft. of cargo space and folding seatback flexibility.

Civic pricing starts at $25,400 for a base LX sedan. Hybrids start with Sport Hybrid at $30,100. The hatchback is a bit more at $31,300. Si comes in at $31,400, just below the range-topping Sport Touring Hybrid at $33,100.

While at times the Civic has been more of a blank canvas that buyers could customize to make it their own, this 11th-gen already offers something for just about everyone, whether you’re a high-revving gear shifting driving enthusiast, a luxury-minded fuel sipper or something in between. The 2025 Honda Civic is the total package. One high quality, not-so-small car that delivers more fun and more refinement than ever.

Specifications

Civic Si

  • Engine: 1.5-liter turbo-four
  • Transmission: 6-speed automatic
  • Horsepower: 200
  • Torque: 192 lb-ft
  • 0-60 mph: 6.9 second
  • 1/4 Mile: 15.1 seconds at 94 mph
  • Braking, 60-0 (avg): 92 feet

Civic Hatchback Hybrid

  • Engine: NA 2.0-liter I4
  • Transmission: eCVT
  • EPA: 50 City | 45 Highway | 48 Combined
  • Horsepower: 200
  • Torque: 232 lb-ft
  • MW Fuel Economy: 43.5 mpg