Far be it for us to engage in automotive ageism at AutoTrader, but the last time there was a new Nissan Murano the song “Happy” by Pharrell Williams was a chart-topping hit, and Phill Kessel was playing for the Toronto Maple Leafs.
A decade is hardly the longest production run around — the large and luxurious Infiniti QX80 was recently replaced after 14 years on the market — but plenty has changed since 2014. V6-powered compact crossovers have quickly become the exception rather than the rule as automakers turn to downsized engines in an effort to cut emissions. Then there are the amenities the Murano has been missing, like massaging seats and in-vehicle internet.
While features like those in a mainstream model would’ve been almost unthinkable 10 years ago, that’s the sort of stuff a slightly upmarket entry like this one needs in order to justify its existence — not to mention its asking price.
A Short Step Upmarket
The Murano is best described as a near-premium product — or at least that’s the way Nissan has positioned it. While there’s no mistaking it for a Mercedes-Benz, this little crossover looks and feels a little more special than its similarly sized sibling, the Rogue. It certainly looks a little more snazzy than most mainstream models this size, with styling that’s similar to the all-electric Nissan Ariya.
The arched roofline that’s emphasized by a strip of chrome trim that extends from the hood to the rear haunches is an especially nice touch when coupled with any of the two-tone paint schemes available on the top Platinum trim, giving this crossover some upmarket flair. The same is true of the trio of two-tone upholstery options, although closer inspection of the cabin uncovers some unflattering materials that are hard to ignore.
The plastics on the sides of the front seats and centre console, for example, bring the look and feel of the space down a steep step or two, plus the gloss finish on top of the console — including the push-button gear selector — is quick to attract dust and smudges. Up above, the haptic climate controls that are embedded in the wood-like trim look good but are needlessly difficult to use at a glance.
At Last, a Modern Murano
A decade on the market left the last Murano more than a little dated in terms of in-vehicle technology. The new one feels miles — er, kilometres — ahead in comparison, with a big and bright 12.3-inch touchscreen to replace the tiny eight-inch unit from before marking just one of the many improvements inside.
That head unit, which comes with wireless Apple CarPlay and Android Auto connectivity, is accompanied by a driver information display that measures the same size, while surround-view cameras included with the SL and Platinum trims can be called up on both displays simultaneously to provide large looks at what’s happening outside the vehicle. Those include a so-called “invisible hood” view shared with the full-size Nissan Armada and Infiniti QX80 SUVs.
Other modern amenities found here include a subscription-based Wi-Fi hotspot, as well as Amazon’s Alexa voice assistant and Google Built-In functionality, all of which once again come in the SL and Platinum trims. That’s how to get heated rear seats, while ventilated and massaging front seats are reserved for the most expensive version. (Heated front seats and a heated steering wheel are standard across the three-trim lineup.)
Coming Up Short of Special
As rare as those massaging seats are in a mainstream entry like the Murano, they’re not exactly the quietest of their kind. Yes, the 10-speaker stereo is capable of drowning out the actuators as they work away, but those who prefer peace and quiet to go with their daily drives won’t find it here — at least not with the motorized seats repeatedly pulsing.
In fairness, the cabin is relatively quiet otherwise, although the new four-cylinder engine can cause interruptions of its own. The turbocharged 2.0L that replaces the V6 of old makes more than enough output for a crossover this size; 241 hp and 260 lb-ft of torque, for those wondering. But the downsized unit is prone to loud protests when prodded with a heavy foot on the accelerator pedal.
The best way to make the Murano’s powertrain as mild-mannered as possible is to switch the drive mode selector into its eco setting, which doesn’t deprive the roughly 2,000-kg (4,409-lb) crossover of passing power, but it leads to a slightly more dignified on-road experience. That doesn’t mean the combination of the engine and nine-speed automatic transmission — as well as the standard all-wheel-drive system — is perfect, but it’s better than it could be.
The more linear torque delivery of the last engine is what’s missed most. Even with a conventionally geared transmission in place of the old continuously variable unit, there’s more peakiness here — especially in the pre-production test units made available during this media drive event. And while the new setup is more efficient it’s only slightly so, with a combined consumption rating of 9.7 L/100 km compared to 10.4.
Otherwise, the 2025 Murano is just fine to drive, although it lacks the funky character that might be expected from Nissan’s somewhat non-traditional compact crossover. While there’s nothing wrong with an uneventful drive experience, the one here isn’t in keeping with what this model managed in the past. It’s certainly pleasant, but the Murano is mostly anonymous from behind the wheel, for better and for worse.
A Good Use of Space
The similarly sized Rogue has more outright space than this sleek model, although what’s available here is well used throughout the cabin. The roofline doesn’t feel as low as it looks from the outside, with a good amount of headroom thanks to front seats that can be lowered to provide an almost car-like hip point. The new Murano is wider than before, which translates into more hip- and shoulder room, while the dash design emphasizes the space across the cabin.
Rear-seat legroom is more than reasonable for a crossover this size, with 922 mm (36.3 in) of it compared to 978 mm (38.5 in) in the Rogue. And while the 932 L behind the back seat is less than the 1,028 L in its taller sibling, there’s no shortage of space for stuff inside. Meanwhile, folding the 60/40 split bench — which can be done using levers in the cargo area — opens up a total of 1,798 L.
The front half of the cabin isn’t exactly brimming with storage for small items, but the pass-through compartment beneath the console can accommodate a small handbag, plus the standard wireless charger provides a place to put a phone that isn’t one of the two cup holders. There’s also a decently sized console bin, plus two USB-C charging ports for each set of seats.
Expensive, But Not Outrageous
The last Murano was more expensive than the Rogue, and this new one follows suit. In fact, it’s quite a bit pricier than its predecessor, which kicked off at $44,878 before tax compared to $48,908 for the 2025 Murano SV. Then there’s the SL trim that’s $52,558, while the top Platinum version rings in at $56,558 before the government’s share. (All prices include a non-negotiable freight fee of $2,060.)
The list of somewhat unconventional crossovers this size isn’t very long, and most of them have their niches. There’s the Subaru Outback, which tops out at $50,190 before tax, as well as the Chevrolet Blazer that can still be had with a V6 under the hood for similar money to the Murano. Count the hybrid-only Toyota Crown Signia among them, too; that’s offered in one trim in Canada — plus an optional package — for $59,380.
Meanwhile, the Nissan Rogue starts at $36,028 and goes up to $47,628 before tax. Nissan also plans to stick a much needed plug-in hybrid (PHEV) powertrain in that crossover next year, which will make it more expensive still — but then it will benefit from low fuel bills as well as available government incentives.
Final Thoughts
The redesigned 2025 Nissan Murano is a long overdue upgrade that looks and feels more modern, yes, but also more upscale than the one it replaces. Certain interior materials aside, there’s a sense here that Nissan has met its mandate of providing a near-premium experience inside this uniquely styled crossover.
If there’s anything worth mourning here it’s the loss of some of the pizazz of its predecessor — and yes, much of that came down to the way it was powered, but it also had to do with the standout styling that managed to be a little more athletic. There was character that came with the Murano of old, most of which has been lost this time around. That doesn’t mean this is a bad crossover by any stretch, but instead of funky it’s now just fine.
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