Remember how it felt when your parents said they were disappointed in you? That’s the new Murano.
Photo by: Christopher Smith / Motor1 Christopher Smith 
By: Christopher Smith
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I was never overly fond of the Nissan Murano, but I always rooted for it. As one of the pioneers of the modern crossover era, its odd first-generation styling ensured it never blended into the background. And lest we forget the Murano CrossCab, the funky convertible SUV introduced during the second-gen run. I respect Nissan for daring to be different.
Now, there’s a new Murano. Sort of, anyway, as the chassis underneath its new skin is largely the same as the outgoing model. But this one is wider, a bit longer, and better looking with its cleaner lines and subdued don’t-call-it-V-Motion grille. The stretched body and curved roofline exude a sporty vibe, and I was so ready to love it. But I fear the Murano’s battle against mediocrity is over. And it has lost.
| Quick Specs | 2025 Nissan Murano |
| Engine | Turbocharged 2.0-Liter Four-Cylinder |
| Output | 241 Horsepower / 260 Pound-Feet |
| Economy | 23 City / 24 Highway / 23 Combined |
| Base Price / As-Tested | $41,860 / $50,990 |
My expectations were tempered at first sight. In pictures, the mildly flared fenders and split face caught my eye in a good way. It looked sassier without being silly—a flavor Nissan calls “energetic elegance.” Sadly, that excitement doesn’t quite translate to real life. The proportions aren’t as homogeneous, especially dead-on from the front.
The 2025 Murano is only 2.6 inches wider, but that translates to a broad, flat, upright expanse at the front reminiscent of a wide-jawed caricature. The effect is amplified by the grille, which maintains a V-shape at the corners to give the crossover one of the biggest grins in the automotive world. The narrow headlights sit above all that, which look infinitely better than those old angled lenses with weird LED eyebrows. But paired here with puffy cheeks and a wide smile, I just see a squinting, swollen face. Apologies if you can’t unsee it now.
In profile, the Murano’s styling is better. The floating roof design is gone (good riddance) but the iconic notch at the C-pillar is still there. It angles up to intersect with trim arcing downward in a satisfying coupe-like manner, and it all flows into the flared backside with more clean, satisfying lines. It’s a nice look, but unfortunately for the Murano, there are many crossovers with the exact same vibe. That’s strike one in the fight against mediocrity
Photo by: Christopher Smith / Motor1
Slipping behind the wheel, I’m greeted with strike two. Nissan took a page from the Ariya’s design book for the Murano’s interior, complete with the faux wood panel filled with capacitive climate controls. It’s not a bad look, per se—in Platinum trim the greenhouse has a legit upscale feel with leather and plenty of soft-touch surfaces. The dual 12.3-inch digital screens are standard for all trims. Push-button controls for the transmission free up plenty of space in the center console, and it all blends together nicely. Nissan only had the range-topping Platinum trim available for testing, though, so your experience on lower trim levels may vary.
But without physical climate controls, you have to take your eyes off the road to do something as simple as adjusting the fan speed. In theory, you could handle most things through voice control, but as is often the case with such systems, it’s not foolproof. With my phone paired up, voice commands were ignored despite the system recognizing my Hey Google prompt. To be fair, that could be a setting on my phone. But for something as simple as turning down the heat, I shouldn’t have to fuss with a phone, voice control, or tap blindly on a blank piece of plastic.
Speaking of no buttons, turning on the heated seats requires a very steady hand. The feature is accessible at all times on the center touchscreen, but it’s a tiny circle placed at the bottom like an afterthought. Fortunately, the dash has a flat shelf that’s perfect (if awkwardly shaped) for resting your hand while you stab at the screen, but it’s far from ideal. Nissan at least offers configurable widgets where this and other seat functions (cooling and massaging, if so equipped) can be accessed in a larger frame.
Photo by: Christopher Smith / Motor1 
Photo by: Christopher Smith / Motor1
But that doesn’t help with the occasional lag I experienced while using the touchscreen. It wasn’t often, and it wasn’t long. And In Nissan’s defense, I was driving a pre-production Murano. So that may not be the case for future models. But if you’re going to relegate nearly all the features to a screen, even minor lag is a major fail.
The array of external cameras is nice, though. Invisible Hood is among them, allowing the driver to see directly in front of the vehicle. That should save some errant bicycles or skateboards from destruction. Higher trims get an HD Surround View, but all trims get the plush Zero Gravity seats, front and back. The hype is real—after a couple of hours in the Tennessee hills, my backside was in heaven.
But the interior still felt a bit awkward to me. Nissan says Murano customers prefer the touch-heavy operation with few physical features, but every day I’m reminded that people (and some governments) have largely pushed back against touch controls. This feels more like a cost-cutting measure, borrowing the Ariya’s design and implementing it in a more mainstream vehicle. Watching the entire piece of faux wood flex as I press the blue temperature arrow, I’m reminded this isn’t a luxury vehicle.
Photo by: Christopher Smith / Motor1
That brings me to strike three in the Murano’s battle with mediocrity. To be blunt, this SUV has no character. Flooring the gas brings modest thrust with uninspiring sound. At least the old V-6 had some charisma, but don’t worry. Road and wind noise will eventually drown out the exhaust note. Considering how Nissan waxed poetic about improved sound deadening, I was surprised by the amount of sound entering the cockpit. That said, power is plenty adequate despite having 19 less horsepower versus last year’s model. Credit the extra 20 pound-feet of torque and the new nine-speed automatic transmission for that. Both perform their duties, no more, no less.
The Murano is reasonably quick in a straight line, but if you’re running late for work, have a good excuse for being tardy. It isn’t a performance SUV, but I was still disappointed with its cumbersome characteristics when exercised even a teeny bit. Nissan increased roll stiffness by 25.5 percent in front and 24.5 percent at the back, and true to that, there isn’t much roll. But it feels like a snow plow is hanging off the front if you corner with a bit of speed. Drive it normally, and it’s comfortably isolated. Push things a tad, and the Murano pushes you back. It absolutely will not be rushed.
I say this not as an out-of-context sucker punch just to shade the Murano. Balance and poise matter at all speeds, especially when driving on wet or snowy roads. I drove the much larger (and also new for 2025) Nissan Armada the day before my Murano experience, and it was worlds better. On the exact same roads, it felt half its size, whereas the Murano felt twice as big. That’s not an admirable attribute for any vehicle, never mind a mid-size SUV.
Photo by: Christopher Smith / Motor1
Does that mean the Murano is a bad vehicle? In a word, no. It looks better inside and out compared to the previous generation. It’s comfortable for five adults. And it’s well equipped even in base SL trim. Pricing isn’t outrageously high versus last year, starting at $41,860 for the Murano SV with front-wheel drive. At the other end, the range-topping Platinum AWD is $50,990, destination included. In the middle, you have the Murano SL AWD at $47,950. These are the only trims, and Nissan offers no options or packages to upend the price.
It’s wholly adequate for daily driver duties, but if you’re paying upwards of 50 large for a new vehicle, do you really want to settle for adequate? I see Nissan’s loyal customers nabbing the new Murano, but the Hyundai Santa Fe has sharper standout styling with a handsome, user-friendly interior at a lower price. Those seeking something more driver-oriented will hedge toward the Mazda CX-70. You can even dip into the Genesis GV70 for the same price as a Murano SL. These are all better choices for the money.
The irony here is that the new Murano is better than the old one, but the mid-size SUV segment is as brutally competitive as ever. Nissan’s quirky crossover is no longer quirky enough nor good enough to stand out in the crowd.
Gallery: 2025 Nissan Murano First Drive Review
Christopher Smith / Motor1
Competitors:
- Chevrolet Blazer
- Honda Passport
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Hyundai Santa Fe
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Mazda CX-70
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Toyota Crown Signia
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Toyota Highlander
2025 Nissan Murano Platinum
Engine Turbocharged 2.0-Liter Four-Cylinder
Output 241 Horsepower / 260 Pound-Feet
Transmission Nine-Speed Automatic
Drive Type Front-Wheel Drive / All-Wheel Drive
Efficiency 23 City / 24 Highway / 23 Combined
Weight 4,193 Pounds (FWD) 4,438 Pounds (AWD)
Ground clearance 8.3 Inches
Seating Capacity 5
Cargo Volume 32.9 / 63.5 Cubic Feet
Towing 1,500 Pounds
Base Price $41,860
As-Tested Price $50,990
On Sale Early 2025
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