Electrification may be on the horizon, but it’s nowhere to be found here.
It’s interesting if nothing else to see the 2025 Nissan Armada not only soldier on for another year, but enter a new era altogether — and all without even a hint of hybridization. Instead, this massive SUV makes do with a downsized engine that’s more muscular than the V8 it replaces, although its efficiency gains are hardly anything to get excited about. Then there’s the matter of the harmful stuff the new motor emits, which is barely less than before.
First, the Bad News
OK, that’s a somber way to start this report, but it’s an unavoidable reality. It’s also worth pointing out that most SUVs this size are still powered by gas engines that go without any sort of electrical assistance, with the exception of the truck-based Toyota Sequoia that has a hybrid setup. That should count as more than a footnote, although it leaves this even newer Nissan feeling a step behind as a result.
On that point, the twin-turbocharged V6 Nissan opted for here doesn’t mean much when it comes to cutting fuel consumption or emissions. It’s officially rated to burn a combined 13.7 L/100 km, according to Natural Resources Canada (NRCan), a number that grows to 14.4 with the all-new Pro-4X package in play. For the sake of comparison, the V8-powered version of old was rated to burn 15.4 L/100 km combined.
The 3.5L is even more underwhelming when it comes to NRCan’s carbon dioxide (CO2) and smog ratings, both of which are measured on scales of one to 10. The new motor’s CO2 score of three barely beats the old eight-cylinder (two), while its smog rating of five is the same as before. (In fairness, the Sequoia’s hybrid powertrain has ratings of four for both measures, according to the federal agency’s data.)
Now, the Bona Fides
Beyond that bit of bad news, which comes with the territory for an SUV this size, the 2025 Armada is an entirely new entry that’s vastly improved over its predecessor. For starters, the platform is stronger than the old one, with 25 per cent more torsional rigidity and 57 per cent better lateral stiffness than before.
That’s the sort of stuff automakers like to brag about when they launch new products, but it allows the suspension components to work better in isolation in order to improve ride quality. In this case, the redesigned Armada is available with the choice of conventional coil or upgraded air springs, while the Pro-4X and Platinum Reserve trims also add fancy electronics to the latter for better motion control whether on or off the beaten path.
Where the old version of this SUV felt like it was lumbering along, the new one is something of a gentle giant. While the enormous 22-inch wheels the range-topping Platinum Reserve trim rides on are prone to pulling at the suspension across broken pavement and bumps in the road, the ride is adequately upscale for such a massive — and mainstream — machine.
Equally impressive is the way body roll is managed. While it’s still there, the Armada doesn’t feel especially tippy or top-heavy on tight winding roads. Coupled with decent steering feel for an electric power-assisted system, there’s nothing terribly unwieldy about the way it drives. While not quite as nimble as a smaller SUV like the Nissan Rogue, this is yet another plus-sized people-mover that manages to feel smaller than it is from behind the wheel.
Making this SUV go is the same six-cylinder stuffed between the fenders of the mechanically identical Infiniti QX80, albeit with slightly different tuning. In the case of the Armada, the 3.5L pumps out a hearty 425 hp and 516 lb-ft of torque. That’s 103 lb-ft of torque more than the old engine could manage, plus it kicks in at just 3,600 rpm. (The QX80, which has a slightly higher compression ratio, makes 450 hp and 515 lb-ft of torque but needs premium-grade gas to do it.)
There’s no replacement for displacement, as the old saying goes, but this motor does an admirable job trying. The torque builds strongly and swiftly as the engine speed increases, with none of the turbo lag that’s typical with these setups. It even sounds good, albeit different, with a hearty note emanating from under the hood with a heavy foot applied to the throttle pedal.
Driving a Hard Bargain
There’s a big price hike that comes with the new Armada, which starts at $87,093 before tax but including a non-negotiable freight charge of $2,095. Then there’s the 2025 Armada Platinum that’s $96,093 before tax, while the Pro-4X is $1,000 more. Finally, the new Platinum Reserve trim that sits at the top of the lineup is $107,093 with second-row bench seats and $108,093 with captain’s chairs.
That pricing is strikingly similar to the cheapest QX80 trim ($107,490), although it’s hard to ignore the significant price hike compared to the outgoing Armada. The 2024 version’s SL trim rings in at $74,693, and then there’s the Platinum that’s $82,193 with a bench in the back and $83,443 with captain’s chairs. Meanwhile, the 2025 Toyota Sequoia starts at $84,895 and ranges up to $102,867.
Either way, the 2025 Armada comes with some appealing stuff, a bunch of which is shared with the QX80. Yes, it skips the 14- and 24-speaker stereos offered in that Infiniti, but the unit that’s standard here sounds as if it’s more than up to the task of filling this oversized cabin with sound. The Klipsch setup’s tuning punches above its weight in terms of power (600 watts) and speaker count (12), with crisp quality no matter the music genre.
Other standard goodies include 12.3- or 14.3-inch touchscreens, depending on trim, Google-based infotainment, wireless Android Auto and Apple CarPlay connectivity, a wireless phone charger, and satellite radio and a Wi-Fi hotspot, both of which require paid subscriptions. Heated front seats are included in the cheapest trim, while they’re ventilated in the rest of the lineup, plus the second-row seats are heated. Finally, the top trim has massaging front seats.
Infiniti and Beyond
There isn’t much that separates a well-equipped Armada from its upmarket corporate cousin, the QX80. However, the new Pro-4X trim stands apart for its ability to unlock this SUV’s full potential out on the rough stuff. It’s how to make the most of the nearly 254 mm (10.0 in) of ground clearance that can be raised another 53 mm (2.1 in) either manually or in one of the dedicated off-road drive settings thanks to the air suspension, among other tricks.
Formerly reserved for the Frontier midsize pickup, as well as the larger Titan that’s been discontinued, the Pro-4X package looks the part as well as it plays it. Beyond the obstacle-hurdling ride height, there’s an electronic locking rear differential, plus recovery hooks that poke out from under the redesigned front bumper that nearly double the Armada’s approach angle to 33 degrees.
Four-wheeling in a full-size SUV like this one isn’t for the faint of heart (or pocketbook), but the Armada Pro-4X remains composed even across undulating obstacles. Credit the stiffer chassis, as well as the air suspension that allows the big body to articulate its way over all sorts of ruts and rocks. And with the four-wheel-drive system in its low-range gearing, there’s no shortage of torque to motivate the massive all-terrain tires.
Final Thoughts
There’s sure to be some sticker shock that comes with a Nissan that crests the six-figure mark, although the optimist’s approach to the top-of-the-line 2025 Armada is its appeal next to a premium machine this size like the Infiniti QX80 or Lexus LX. While parking something prestigious in the driveway certainly has its merits, those willing to forego the flair will find most of the frills here to go with thousands in savings.
Opting for a more affordable version like the first-ever Pro-4X trim has allure all its own, trading luxury for capability, while every one of them is brimming with space for people and stuff. While some much-needed electric assistance would make the Armada an even better vehicle, the meaningful changes throughout give this oversized SUV some serious staying power in a niche — but necessary — segment.
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