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Road Tests: Long-Term Test
Long-Term Test: 2000 Nissan Xterra SE
Wrap-Up
By editors at Edmunds.com
Date Posted 01-01-1999
Introduction
Powertrain
Ride & Handling
Off-Roading & Winter Driving
Interior Accommodations
Maintenance/Reliability
Selling Our Xterra
Summing Up
Changes to the Xterra Since 2000
Pros and Cons
Best Logbook Quotes
Recalls & Problem History
Dealer Service Reviews
Consumer Commentary
Introduction
For all of its mass-marketing appeal, the Xterra ultimately carries on the decades-old
tradition of Nissan's compact pickup line: It's plain -- well, except for the
sheetmetal. It's practical. And it doesn't break. In the two years that the red
Xterra served our staff, it required exactly one warranty repair and zero unscheduled
dealer visits -- not even our '97
Toyota Camry could beat that.
Yet a reliable vehicle isn't necessarily an exciting vehicle. Certainly, the Xterra
is one of the most capable, most entertaining off-road performers we've ever driven.
Most people (our staff included), however, spend most of their time on pavement,
and in this setting, the Xterra felt more like basic transportation than its $25,000
sticker price would suggest. Even in SE trim, its interior amenities were few,
and its front seats weren't especially comfortable. Additionally, the ride was
truck-like and the V6 was nothing to write home about in terms of performance
or fuel economy. Of course, serious Xterra fans will tell us that we're missing
the point. Its time-tested truck underpinnings make it tough enough for the most
rigorous of outdoor adventures, and along with sparse cabin furnishings, they
keep the price down.
But after two years, it was clear that we no longer had the industry's coolest
mini-ute on our hands. Gone are the demure black muzzle and the flat hood, replaced
by a more contemporary glassy-eyed expression and the bulge of a supercharger.
And no longer do the SUV-inclined have to settle for truck-like to get
the latest and greatest -- now they can have the car-biased Ford Escape, Mazda
Tribute and Hyundai Santa Fe (as well as new and improved versions of the Honda
CR-V and Toyota RAV4). Could an Xterra still be for you? Perhaps. Ask yourself,
though, whether you'll still like it after you've stopped getting stares of admiration
at the gas station.
As a review, we leased a 4x4 Xterra SE from Fremont Nissan (near San Jose, Calif.)
in late August of 1999 -- we were pleased to get a $500 discount off MSRP at a
time when the sport-ute was intensely popular. The SE model came standard with
the 3.3-liter V6 (as it does now), and to this we added the optional automatic
transmission, since we knew that most buyers would select this configuration.
Other options included a tow hitch, floor mats and splash guards. We paid $26,147
for the entire package.
Powertrain
When a pre-production version of the 2000 Xterra competed in our 1999
Mini SUV Comparison Test, it easily outmuscled the competition. Once given
the opportunity to live with an Xterra on a long-term basis, however, its normally
aspirated V6 left us wanting. And the arrival of our 200-horsepower Mazda
Tribute obviously didn't help.
Standard in the Xterra SE (and optional for the XE model), the 3.3-liter V6 was
taken from the 1996-2000 Pathfinder and is, of course, shared with the Frontier
(1999 to present). This engine is rated at 170 horsepower at 4,800 rpm and 200
pound-feet of torque at 2,800 rpm and has been tuned to deliver the bulk of its
twisting force down low -- this is preferable for steep off-road trails and city
driving.
As expected, editors found our red sport-ute quite capable of handling their errands
around town, as the truck scooted away from each stoplight with ease. On the highway,
the Xterra had adequate power for merging and passing, but the 3.3-liter V6 simply
did not feel as potent as the 3.0-liter V6 in the Escape and Tribute. The four-speed
automatic was often a little slow with downshifts -- and was often found reaching
for second gear during passing maneuvers. Most editors observed that the transmission
usually shifted smartly and predictably and was generally intelligent enough to
hold third gear during steady ascents. Even so, there were scattered reports of
indecision during hill climbs and passing attempts.
Refinement was not a strong point, and whenever the engine was pushed (particularly
at higher altitudes), it made a big racket -- not uncommon in a light truck, but
not desirable for a young Gen X family with a baby in the backseat.
Adventurous types might be willing to put up with some engine commotion, provided
that the sport-ute can handle whatever they throw into it. And we found that regardless
of the amount of people and gear onboard, the V6 propelled the Xterra just as
adequately. "Nothing seems to faze this engine," Senior Editor Christian
Wardlaw wrote in the logbook.
Those seeking additional power can of course purchase a supercharged version of
the Xterra in 2002, though based on our 2001
Mini SUV Comparison Test, we're not convinced that this is the way to go.
Ride & Handling
In spite of its contemporary facade, the Xterra is based on Nissan's Frontier
pickup, which debuted in 1998. Although the Frontier was a redesigned version
of its gritty predecessor, known simply as the Nissan
Truck, it retained many of its underpinnings. The Xterra rides much
more comfortably than the Truck, which was all too happy to beat up on its passengers,
but in the mini-ute segment, it's one of the most truck-like of the bunch. This
is good news for off-roaders, but those seeking a smooth-riding family vehicle
won't find it here.
The Xterra's body-on-frame design is less popular among mall-going mini-utes but
still the standard for SUVs built to withstand the rigors of the wild. Like most
modern trucks of its ilk, the Xterra has an independent front suspension while
retaining a solid axle with leaf springs in the rear. Added to the package are
a recirculating-ball steering setup -- common in trucks and SUVs but not as responsive
as rack-and-pinion steering -- and for our 2000 model, 265/70R15 all-season tires.
Four-wheel antilock front disc/rear drum brakes are standard on every Xterra.
When compared only to older SUV and pickup designs, our red sport-ute seemed to
be a good handler. Early in the Xterra's life, one editor drove it on the twisting
highways of Northern California's wine country and wrote in the logbook, "The
Xterra proved to be pleasant to drive, with a tight ride, good steering response
and great brake feel."
As we had more opportunities to drive its increasingly car-like competitors, though,
the Xterra seemed more and more unsuitable for the pavement lifestyle that most
people lead. Even one of our resident truck enthusiasts, Road Test Editor Ed Hellwig,
acknowledged its sloppy handling. "It's basically fine in a straight line, with
a soft, comfortable ride, but you can almost feel the thing cringe when you're
heading for a turn."
If you spend most of your time on the highway, you probably won't mind the ride.
But if your routine includes lots of city driving or winding two-lane roads, the
Xterra's tendency to bounce and roll its way around the corners may get old quickly.
Experienced off-roaders on staff, such as Editor-in-Chief Karl Brauer, found much
to like about the Nissan's truck-like steering: "Steering feel is exceptional
for a low-priced SUV," he wrote. "There's very little slop, and it even offers
a faint amount of feedback about what's going on under the front wheels -- something
I didn't expect from this type of vehicle."
Alongside cars, however, the Xterra's steering seemed mediocre. Plus, when left
in 2WD, the truck tended to oversteer easily on moist roads -- shifting into 4WD
eliminated this problem (although some of our editors liked a little tail wagging).
Ultimately, those seeking a small sport-ute exclusively for pavement duty will
probably enjoy the greater sense of control afforded by the more responsive steering
and drivetrain setups in the Escape/Tribute, CR-V, Santa Fe or RAV4.
Drivers reported that our sport-ute's brakes worked well in all situations, though
as is typical of high-profile, top-heavy vehicles, a significant amount of nose
dive accompanies braking efforts. Our perception of the Xterra's braking ability
is supported by performance testing results from both our 1999
and 2001 Mini SUV Comparison
Tests -- in both instances, the Xterra finished near the top of the pack in
60-to-0 braking despite the fact that it was the heaviest vehicle. Our long-termer's
standard 15-inch light truck tires were extremely noisy on pavement, but, as with
most things about the Xterra, they redeemed themselves off-road.
Off-Roading & Winter Driving
As devoted Xterra owners know, this sport-ute really comes into its own on rocky
trails. Really, this is the best reason to buy one. "I finally got it dirty yesterday,
and it's much more in its element off the pavement," Hellwig noted in the logbook.
"If I was going to be doing a lot of off-roading, I would much prefer this over
the Tribute."
Particularly revealing was a day in December 1999 when we took our long-termer
to the rugged trails of the Hungry Valley R.V. Park near Gorman, Calif., for a
side-by-side comparison with an Isuzu Rodeo and a Land Rover Discovery Series
II, both of which cost thousands more. As editors navigated the course, the Xterra
proved to be more agile than the Rodeo and more structurally sound than the Discovery.
"Everything [about the Xterra] is intuitive," one driver wrote afterward, "while
in the Disco you have all these controls that interject themselves (traction control,
hill-descent control, etc.), and the Rodeo is a joke with its terrible handling
-- the Xterra just quietly lumbers up and down the road; it's like a big, goofy
dog."
Every four-wheel-drive Xterra comes with a shift-on-the-fly part-time transfer
case with 2 Hi, Neutral, 4 Hi and 4 Lo; although, a special package for 2002 XE
models (with the regular 3.3-liter V6) will give drivers the opportunity to relive
their youthful days with manually locking hubs -- as in, get out of the truck
and do it yourself. Starting our off-road adventures in our long-term Xterra was
as simple as moving the floor shifter to the desired setting.
Further, when climbing steep, winding trails, the Xterra's tall, narrow stance,
generous suspension movement and truck-like steering (compared with other mini-utes',
that is) were definite advantages: The clearance and articulation allowed us to
tackle steep grades without bottoming-out. The extra slack in the steering wheel
made it easier to keep the truck straight. And the narrow body was a perfect fit
on tight trails.
Toward the end of our lease, our long-termer wintered in Detroit and Toronto.
During a particularly snowy December in the Motor City, the Xterra kept an editor
and his family from missing any of the season's hockey games, holiday parties
or shopping trips. When placed in 4 Hi, it managed all of the area's snow- and
ice-covered byways.
Later in the winter, the Xterra avoided gridlock on Ontario's Highway 401 by detouring
with some other SUVs along the snowy roadside ditch to some adjoining country
roads. In this instance, Neil Dunlop, another of our road test editors, had to
shift into 4 Lo to keep up with the others, but he contended that this was a tire
issue rather than a deficit of ability. The Xterra's all-season-oriented light
truck tires were not designed to deal with anything beyond light snow. In subsequent
model years, the Xterra SE was fitted with 16-inch all-terrain tires (different
sizes in 2001 and 2002), but we're sure that owners living in Michigan and Ontario
would opt for dedicated snow tires.
A couple of winter driving issues surfaced while the Xterra was on duty in Detroit.
First, even at full-blast, the defroster's blower motor was not powerful enough
to keep the glass clear on very cold days with a full load of passengers aboard.
Second, the windshield washer bottle is housed just behind the grille on the passenger
side, leaving it exposed to speed-induced wind chill. Our editor noted that anything
but undiluted, freeze-proof fluid would ice up immediately. Under these circumstances,
the washer jets were unusable, and it was impossible to clear the salt-smeared
windshield.
Interior Accommodations
Inside, the Xterra's quarters imparted an economy feel even in SE trim, but most
editors were left with the impression that the cabin had been constructed with
care. And isolated suggestions that certain items, like the funky SE upholstery,
wouldn't stand up to hard use proved to be unfounded after two years. Yes, it
was a simple cabin, but it was also durable, user-friendly and, at least for rear
passengers, spacious.
Seating
The front seats drew criticism from drivers of all sizes. The main issue for taller
drivers (chiefly those with long legs), of course, was legroom -- in order to
ensure a usable rear seat, engineers limited the seat-track travel for the driver
and front-passenger chairs. After living with the vehicle, we would like the option
to move the driver seat back a couple inches more on those occasions when we don't
have full-size adult passengers sitting behind us.
Other complaints included the obligatory low seating position (given the lack
of a seat-height adjuster, even for the driver) and the lack of support provided
by the thinly cushioned chairs (on long rides, this will mean a backache for many
drivers). Don't misunderstand -- we're not completely writing off the front seats.
But we are saying: Make sure that you can find a way to be comfortable before
you spend 25 grand.
Visibility was generally rated highly, though the lack of a seat-height adjuster
somewhat negated the advantage of an SUV's tall ride height. Additionally, rearward
visibility was a problem for some editors, particularly during parallel parking
maneuvers.
The rear bench seats two adults or three children in comfort, given the aforementioned
legroom and the raised roofline, which allows for ample headroom and stadium-style
seating. On several occasions, three adults managed to squeeze in, but the narrow
cabin made it decidedly cozy. Plus, the center passenger only had use of an archaic
lapbelt.
Correct installation of child seats in our 2000 Xterra was possible, but
as our editor-in-chief and his wife, Stacie, learned, there are plenty of other
vehicles that will handle the task better -- particularly if you have child seats
with tethers.
Stacie and I realized that the seats are not at all conducive to
installing child seats. Their thin padding and generally flimsy feel made it
difficult to lock our baby seats in a secure position. This was exacerbated
by the fact that the Xterra had fairly useless anchor brackets for attaching
the third anchor point tether straps. For a forward-facing seat, you can use
the cargo tie downs in the cargo area, but their location and angle in relation
to the second-row seat is less than ideal because they are on the floor in the
middle of the cargo area instead of being on the back of the seat. If you have
a reverse-facing seat, there is no third anchor point available (though
the owner's manual says you can 'see your dealer' if you want one installed
-- how convenient). It should be noted that for 2002 the Xterra is getting dedicated
third anchor points for child seats.
This combined with our long-termer's high step-in height -- often noted by our
editors of shorter stature -- and the lethargy of the V6 rather soured Stacie's
impression of the Xterra as a suitable family vehicle. Brauer added,
The most interesting aspect of her comments is that they come after
driving a Honda Odyssey for a year. Before owning the Odyssey, she had used
the Xterra on occasion and found it adequate, if not downright enjoyable, to
drive. I have a feeling that if every SUV being used for soccer practice and
grocery duty were traded for a minivan for a few weeks, 90-plus percent of the
drivers would: (A) realize what they are missing by not having a minivan, and
(B) not have nearly the affinity for their SUVs once they got them back.
Of course, we know what you're thinking: The Xterra provides basic accommodations
for the fun-loving consumer without a lot of cash or family members, so lay off.
If you're not very tall, use the SE's standard tubular step rails to get in and
out. If you're tall, buy the cheaper XE and skip the tubes altogether. Yeah, yeah
-- everything you need, nothing you don't. But spare living isn't for everyone,
so we encourage you to test-drive the competition.
Cargo
With the 50/50-split rear seats folded flat -- and keep in mind that you must
remove and store the bottom cushions -- the Xterra provides 65.6 cubic feet of
cargo capacity, which is about average for the mini-ute segment. However, with
the rear seats in use, the Xterra offers the largest-capacity cargo bay among
mini SUVs; it offers 44.5 cubic feet, while the Ford Escape and Mazda Tribute
hold just 33 cubic feet.
With this much space, we found that the Xterra's cargo bay usually met our everyday
hauling needs without taking the extra step of folding the rear seats. It easily
quartered Dunlop's 100-pound Labrador retriever, providing Cooper enough room
to turn around fully, stand, lie down or sit. The high-backed rear seats kept
the dog adequately contained, eliminating the need for an aftermarket cargo cage.
The cargo bay includes cubbies for smaller items picked up in your travels, while
tie-down points on the ceiling and floor can be used to secure larger items. Our
suggestions for improvements include the option of a rubber cargo mat for wet
stuff (like dogs) and a flip-up rear glass to allow the transport of longer items
and/or quicker loading of shopping bags. Another idea would be to add a rear window
that powers down (as in the Toyota 4Runner), which would bring the outdoors into
the cabin and make it easier to carry surfboards. Nissan would have to get rid
of the first aid kit to do this, though, and on the one occasion that we had need
for the kit, it was found to have a very useful assortment of bandages, gauze
and ointments.
Interior Controls and Storage
Nearly everyone liked the design and layout of the controls in the Xterra. Three
simple dials and a couple of buttons were all that Nissan's engineers needed to
make user-friendly climate controls -- and they provided better functionality
than the ones in our long-term Tribute (which has the "max A/C" carryover from
the 1980s rather than a usable recirculation mode). The six-speaker 100-watt stereo
was replete with large buttons -- some with fingertip detents -- as well as a
CD player and a cassette deck (though all subsequent SE models come with a six-disc
changer). Dual power points simultaneously fed cell phones and radar detectors.
The analog gauge cluster and familiar secondary controls were similarly straightforward,
but some editors found the switchgear overly plasticky. Also, we could have done
without the cruise on/off button on the lower left side of the dash -- this button
was moved to the steering wheel with the rest of the cruise control buttons in
2001 models. Nor was the antiquated dash-mounted parking brake the easiest to
use -- Nissan has replaced it with a foot-operated e-brake in 2002 models.
The cabin included adequate storage and cupholders for most drivers. The center
console was large enough to house CD cases, and a small pocket on the side of
the front passenger chair could hold a cell phone or assorted nutritional bars
snugly. The cupholders included removable rubber liners to hold beverages securely
and simplify cleanup, though on several occasions, the liners clung to water bottles
(remaining affixed to the bottoms when editors attempted to quench their thirst).
The Ill-Conceived Sunroof
For the 2002 model year, Nissan has finally removed the sunroof from the SE model's
standard features list; the options list now includes a Sunroof package. Here's
why: While other sport-utes allow you to open a sunroof by pushing a button, exploiting
the Xterra's requires several preliminary steps. First, you must unscrew the sunshade's
attachments and find somewhere to store the shade where it won't be damaged. At
this point, the small rooftop wet bin is still blocking the glass, so you have
to undo its four bolts and store the bin. Now, you can open the sunroof, but not
completely. Plus, the roof-mounted wind blocker also blocks half of the sunroof.
No thanks, we say.
Maintenance/Reliability
Our long-termer left us with little to discuss in this section. The Xterra required
maintenance every 7,500 miles in accordance with the normal-duty schedule in the
owner's manual. And we never had occasion to visit a dealership for anything besides
regular maintenance (the few repair issues that we did have were taken care of
during these scheduled intervals).
The Xterra was out of our care for 45 days, however, after it was knocked around
by a Chrysler Cirrus rental car while parked outside a hotel in March
2000. As the stationary vehicle, our sport-ute took the brunt of the impact,
leaving its grille bashed in, front bumper dangling and air conditioning system
hissing. While the damage wasn't serious, the body shop had difficulty obtaining
all the necessary parts due to extreme popular demand for Xterras at that time.
Aside from this incident, the only repairs our Xterra required included a replacement
exhaust tube clamp to resolve a clanking sound from the transmission when moving
the shifter through the gears (covered by the basic warranty), an alignment and
a new set of front brake pads. Near the end of its stay, a few editors observed
that the Nissan was idling roughly when cold; we paid for a fuel injector cleaning
but that did not improve the idle quality. Suffice it to say that we did not consider
this a serious mechanical problem -- we feel that the sport-ute's long-term reliability
outlook is quite favorable.
Selling Our Xterra
As the Xterra's two-year lease drew to a close, we were faced with the decision
of whether to turn it back in and pay a $500 mileage penalty (having logged nearly
34,000 miles on a 30,000-mile lease), or buy it from the lessor, Nissan Motor
Acceptance Corporation (NMAC), and sell it ourselves. Our consumer advice editor,
Philip Reed, ran the numbers and it looked like a smart move to sell the Xterra.
If we could close a deal for the Edmunds.com True Market Value®
private-party sale price as of August 2001 -- about $20,000 -- we could make a
small profit.
The Xterra was listed for sale at $19,800. We soon received a number of phone
calls from potential buyers, though we had to drop the price twice before anyone
actually came to look at our long-termer. And during this period, the TMV® private-party
price fluctuated between $18,300 and $18,900. Finally, we arranged to sell the
car to a man in his 30s for $18,300. We had a meeting set up at a local Nissan
dealership where the papers would be transferred into his name. Unfortunately,
that deal fell through when a salesperson talked the buyer into purchasing a new
car from the very Nissan dealer that was going to help us finalize our sale. The
Xterra went back on the market, and eventually, a woman in her 20s agreed to buy
it for $17,900.
In a transaction like this, we wanted to avoid having to pay sales tax when we
purchased the car to sell it to the third party. Keep in mind that we had already
paid sales tax as part of our monthly payment during our two-year lease. However,
we were told by several Los Angeles-area Nissan dealers that it would be impossible
to buy the vehicle from them without paying sales tax. After many calls to the
Department of Motor Vehicles, we learned that there was a California law that
should allow us to buy-out the car and resell it within 10 days without paying
sales tax twice -- once for our purchase of the vehicle from NMAC and once
for the buyer's purchase of the vehicle from us. Ultimately, we were unable to
convince clerks at the West Los Angeles branch of the Southern California Auto
Club that this law did apply. After studying the situation, Edmunds.com still
feels that double sales tax should not be paid. But we had an obligation to the
Xterra's new owner to resolve this quickly; therefore, we opted to pay the disputed
sales tax, with the plan being to seek a refund later.
Reflecting on this situation we were struck by two things. First of all, it was
harder to sell the Xterra than we anticipated. This certainly suggested to us
that the mini-SUV market has become crowded. When the Xterra was introduced in
1999, it was a bold new design. Since then, the Ford Escape, Mazda Tribute and
Jeep Liberty have become hot sellers in the same category. Furthermore, when Reed
made the decision to sell the Xterra, he didn't take into consideration that the
potential buyer would probably be young and, therefore, without access to a large
lump of cash to complete the purchase. Instead, people in this age group seem
more likely to finance a vehicle through a dealership.
Finally, we can't help but say how unhelpful Nissan dealerships were in the buyout
and transfer process. Many of the dealers we contacted were poorly informed and
loath to provide any extra assistance. Obviously, little profit was involved for
these dealers. Still, we had hoped they would be motivated by a desire to support
the brand and build goodwill. As it is, nothing could be farther from the minds
of these Nissan dealerships. If we ever again have the opportunity to buyout a
Nissan leased from NMAC, our response will be: "Thanks, but no thanks. It's not
worth the hassle."
Summing Up
Since we purchased the Xterra more than two years ago, mini-utes have flooded
the market -- and aside from the arrival of Jeep's rugged Liberty, there is definitely
a movement toward car-like road manners and comfort features sheathed by truck-like
styling. The Xterra -- certainly, our Xterra -- is from an earlier time. We can
recommend it as a tough, roomy sport-ute that will never strand you. Do you like
to go off-roading? Even better. But if you just want a comfortable tall-riding
vehicle with quick reflexes and room for your suburban life, we think there are
better choices.
Current Edmunds.com True Market Value®:*
Private Party: $18,611
Trade-In: $16,823
Dealer Retail: $20,361
Certified Used: $21,111
Depreciation: $8,036 (or 30 percent of original MSRP)**
Final Odometer Reading: 33,831
Best Fuel Economy: 22.8 mpg
Worst Fuel Economy: 11.7 mpg
Average Fuel Economy: 15.8 mpg
Total Body Repair Costs: $4,952
Total Routine Maintenance Costs: $627
Additional Maintenance Costs: $595
Warranty Repairs: 1
Non-Warranty Repairs: 3
Scheduled Dealer Visits: 5
Unscheduled Dealer Visits: 0
Days Out of Service: 48 (all for body repair)
Breakdowns Stranding Driver: 0
*These values are for a red 2000 Nissan Xterra SE 4WD with 33,831 miles in
"clean" condition in the 90404 zip code in October 2001.
**In this instance, we're comparing the Xterra's original MSRP (with options)
with the TMV private-party sale price. If you compare the original MSRP with the
current TMV dealer retail price, the depreciation is considerably less.
Changes to the Xterra Since 2000:
2001 -- Titanium interior accents, 16-inch wheels and tires, and
a premium 100-watt audio system boasting a six-disc in-dash CD changer and steering
wheel-mounted satellite audio controls were added to the SE's standard features
list. New exterior colors included Gold Rush, Just Blue, Khaki, Mineral Blue and
Salsa.
2002 -- Nissan's popular Xterra SUV received a variety of updates
for the 2002 model year. Front-end styling was updated, and the bulged hood hid
a newly optional supercharged V6. Inside were revised gauges, seat fabrics, climate
controls, two additional power points and a bigger glovebox. New standard features
included dual-stage front airbags, rear child-seat anchors, variable intermittent
windshield wipers, a rear window wiper and a foot-operated parking brake. XE buyers
were able to get the SE's six-disc CD changer as an option, and the SE's much-criticized
sunroof was deleted from the standard features list and placed among the available
options. Finally, as a tribute to dedicated Xterra owners, Nissan created an optional
Enthusiast Package exclusively for XE 4WD V6 models. The package included ceiling
tie clamps, a first aid kit, a tilt steering wheel, foglights, front tow hooks,
map lights, a limited-slip differential, manually locking hubs and rubber floor
mats.
Similar Vehicles: Nissan Frontier
Pros and Cons:
Pros: Champion off-roader, excellent brakes, roomy cabin with comfortable
rear bench, sturdy construction, virtually trouble-free during two-year lease,
backed by Nissan reliability.
Cons: Easily winded V6, lousy fuel economy, truck-like ride and handling
characteristics, sparsely furnished interior, no driver-seat height adjuster,
limited legroom for taller drivers.
Edmunds.com Says: The Xterra's on-road performance and practicality aren't
best in class, but its all-terrain capability, roomy cabin and reliability record
make it a solid buy for truck lovers.
Best Logbook Quotes:
"This thing is definitely based on a truck. It rolls over like a retriever in
the turns, its tires yelping for mercy the whole way around." -- Ed Hellwig
"I wouldn't choose the Xterra. But I wouldn't hesitate to recommend it to others
who were looking for a simple SUV that does the job and doesn't cost a lot." --
Scott Jacobs
"You basically get a big, gutsy SUV for the price of a mini-SUV. The recipe is
so simple that the other automakers must be kicking themselves for not coming
up with it first." -- Anonymous Editor #1
"I'm absolutely dumbfounded by the popularity of the Xterra. It's slow, sucks
gas, squeals tires and is uncomfortable to ride in. What's not to hate? --
Scott Memmer
"It is definitely a city slicker's car, and the tag line which states 'Choose
your sick days wisely' is a proper fit -- one can imagine an office-bound drone
taking off for the slopes with fun gear on its roof rack." -- Anonymous Editor
#2
Recalls & Problem History:
Recalls: None
Problem History:
- In October 1999, the transmission was making a clanking noise when we moved
the shifter through the gears. Service technicians found a loose exhaust tube
clamp and replaced it under warranty.
- In June 2001, the Xterra seemed to be pulling to one side, so we asked for
an alignment during the 30,000-mile service.
- In June 2001, editors noticed that the Xterra was idling roughly. Santa
Monica Nissan prescribed a fuel injector cleaning, but this did not improve
the idle quality.
Dealer Service Reviews:
Santa Monica Nissan in Santa Monica, Calif.
7,500-mile service, November 1999
"We noticed a squeaking sound which emanated from the right rear brake when we
reversed and decided to have it checked out, as it was time for another oil change
this month. We were greeted by the service personnel at Santa Monica Nissan who
cheerfully told us that they suspected our truck would be ready in a couple of
hours. Sure enough, two hours later we received a call that new black blood had
been injected and that a rock had been removed from the right rear drum. Apparently
it had gotten wedged and was scraping, creating a squealing sound. The total for
the oil change came to $49.95. We found our service experience to be pleasant
and efficient this time around, and in fact, a couple days later received a thank
you card (with embossed writing, no less) from the dealer -- nice touch."
15,000-mile service, June 2000
"Our Xterra received its scheduled 15,000-mile tune-up, with its required oil
change and 27-point visual inspection. Our road test editor, Liz Kim, also mentioned
that the alarm system no longer chirped when activated, as well as the fact that
at some point, some mischievous imp had changed the right rear signal light bulb
from amber to clear, thus posing the safety issue of confusing the schnook behind
you into thinking that you're reversing. So she dropped it off at Santa Monica
Nissan, where the service advisors were, as ever, friendly and courteous. After
shuttling her back to the office, they called four hours later to tell her that
the car was ready. Alas, they had failed to change the light bulb and had forgotten
to mention it to her before she made the grueling one-mile trek back to the office....
She decided to take it back into the shop, where, as she was promised, the vehicle
was ready within 20 minutes."
22,500-mile service, September 2000
"A simple oil change was the only required maintenance, so our photography editor,
Scott Jacobs, called Santa Monica Nissan for an appointment. From the logbook:
'Driving in, it didn't look too busy, and I was taken care of right away by a
service rep named Jim. I told him all I needed was the oil change and he asked
me if I wanted to wait because it could be taken care of right away. I said sure
and took a seat to look over some well-worn magazines for about 25 minutes. Jim
came out and told me the Xterra was done and the total came to $32.71 for the
oil, oil filter and disposal fee. Easy pleasy one two threesie. In and out without
a hassle and service with a smile. Hell, it was easier than ordering burgers at
a drive thru.'"
30,000-mile service, June 2001
"Since it has just over 31,000 miles on the odometer, we brought it in to our
local dealer for the requisite 30,000-mile service. 'I called Santa Monica Nissan
at about 10 a.m. and talked to a service writer,' Road Test Editor Ed Hellwig
wrote in the logbook. 'I told him I needed a 30K service done on an Xterra and
a possible alignment. He said they could do it that day no problem and proceeded
to take my name and schedule me for the service. When I arrived, our advisor was
friendly and courteous and I was out within 10 minutes with an estimate for just
over 500 big ones - Ouch!
"'Later that day, our advisor called to inform me that the front brake pads would
need replacing, not a surprise considering the mileage. I had also asked him to
check into a possible rough idle when the engine was cold. A diagnostic check
revealed deposits on the fuel injectors as a possible cause for the poor idle
quality. He suggested a fuel injector flush to remedy the problem, and I agreed.
It would be done by 5 p.m., and our advisor said he would call later to confirm.
"'As promised, he called around 4:15 p.m. to inform me that it was almost done.
I headed for the dealer and, after spending 10 or 15 minutes tracking down our
advisor, ponied up for the bill, which had ballooned to more than $1,000! Between
the new brake pads ($360), an alignment ($90), the fuel injector cleaning ($130)
and the normal service items, our bill had grown considerably. We probably could
have done without the fuel injector service, since I didn't notice any improvement
in idle quality, but the brakes and the alignment were must-have items.'
"Although Ed's service experience was pleasant enough, there's certainly nothing
pleasant about paying more than $1,000 for a single trip to the dealer. Our suggestion
is to always read the owner's manual carefully and make sure that only recommended
services are performed. Replacing the front brake pads when necessary is always
a good idea since trying to stick it out a little longer will only result in damaged
rotors that must be replaced instead of simply resurfaced. Keeping the tires in
proper alignment is also worthwhile since out-of-whack tires will wear unevenly
and require replacement sooner."
Consumer Commentary
E-mail from Readers
"It's pretty obvious some of you guys get it, and some of you just don't...the
Xterra was designed to be used, it's a truck, not a car-pool-soccer-mom-oh-my-god-we're-late-for-the-mall
SUV. For what the X was designed for it excels, don't judge it on what
it wasn't designed for. I love my 2000 Xterra, commute in it 40 miles a day, haul
multiple dogs in it to shows and hunts, travel far and wide and off-road in it
and it suits me to a tee. This is the first vehicle I have ever owned (I'm
42) that I intend to keep until it disintegrates, and then I intend to buy another.
Keep your vanity mirrors and your leather seats in your poseur SUVs! The Xterra
is not for everyone, we're a different crowd and we like it like that!" --
M. A. Hauck, Louisville, Ky.
"...The Xterra is not for everyone. It is built on a truck chassis and
its suspension is tuned toward off-road excursions. This means that the suspension
is very compliant, but also allows some body roll. A sports car it is not. The
cabin is a bit small; it's also noisy at freeway speeds. The raised rear seating
(stadium seating, I think Nissan calls it) gives rear-seat passengers a good view
outside. The interior appointments are none too fancy, but are attractive, utilitarian,
and easy to keep clean. There are lots of power outlets and the cargo area has
several tie-downs. The switchgear has a nice feel. The AC/heat controls are very
easy to use.... The air conditioner keeps up well with Texas summers and puts
out a lot of air. Back seat passengers can be kept comfy with no problem. However,
during cool/cold wet weather the system is incapable of defogging the interior
side and rear windows. The 3.3-liter V6 does not have enough power and is very
thirsty. In fact, our 1997 4x4 Suburban gets mileage as good or better, and, aside
from being huge, is better than the Xterra at just about anything (long-term reliability
aside, and I don't have enough miles on the Xterra to be able to judge). Maintaining
speed in hilly terrain while towing a single jet ski works the engine very hard.
The low final gearing helps, but also causes the engine to rev pretty high when
the tranny downshifts to maintain speed up hills. Other than being a bit down
on power, the Xterra is an excellent towing vehicle with very good directional
stability and good brakes. One puzzling thing about the Xterra is the whole wet
gear basket/wind deflector thing on the roof. Obviously this was a marketing tool
for Gen-X'ers, but I've never heard of anyone actually using the wet gear basket.
After all, who would want a bunch of wet, smelly, dirty clothes dripping all over
the roof and onto the windows? With the optional sunroof (standard with the
SE package), the sunroof will not open with the gear basket in place. Remove the
gear basket and the sunroof will open, but the enormous wind deflector blocks
most of the sunlight coming in. Within a week of purchasing my Xterra I had removed
both, and they've been in my garage ever since. The Xterra excels offroad.
Almost every weekend I am at my recreational lake residence, with a driveway that
is steep, rutted, with loose gravel -- slippery when dry and treacherous when
wet. Engage 4WD and the Xterra is transformed into a mountain goat. Backward,
forward, up, down, with and without loaded trailers -- I have never come close
to being stuck. This is definitely the Xterra's forte. By and large I am satisfied
with the Xterra. I researched the field of available vehicles that met my criteria
and felt (and still feel) that the Xterra is a good value. Its interior is
large enough to comfortably accommodate me, my wife, and our two youngish children.
It has a towing capacity equal to most full-size SUVs, while not being as large.
It has true 4WD capability with a high and low range -- something that is absolutely
necessary for me. And it does have the promise of excellent Nissan reliability.
But at heart it is a truck. Buyers who don't want or need a truck, and who will
never venture on roads rougher than the occasional gravel road -- would probably
be well advised to buy something else. Not to say it's awful as a day-in, day-out
vehicle; just that there are better vehicles for carpool and grocery store duty.
After all, today's trendy SUV is tomorrow's car payment." -- T. Shields, Fort
Worth, Texas
"I bought an '01 Xterra SE and must have the only lemon (engine crack, warped
mirrors, rust underneath, bad fuel sending unit which is still not fixed, a sunroof
leak, etc....). My Xterra was made just before Thanksgiving of last year and I
sincerely believe a temporary work crew was on duty that Monday, Nov. 13, 2000.
As Nissan is not accepting much responsibility and continues to send me back to
the dealership, can I look to Edmunds to warn others? I have posted in the Town
Hall Boards, but would like another venue." -- R. Goldstein, Bethesda, Md.
"I just read your review of the Nissan Xterra and was a little disappointed. Some
of the reasons you don't like the Xterra are the same reasons why I do! I didn't
want a 'cute-ute.' Something that rides like a car and has fancy gadgets that
look cool but rarely get used. I do take my Xterra off-roading, camping or canoeing
about once a month, although I frequently shower and comb my hair.
I'm a 30-year-old loan broker, so I don't stand around saying DUDE a whole
lot. I do agree that most females who want a grocery getter would be better
suited with something else, because it is on a truck frame and might be a little
rougher ride, but the Xterra is what it is and I love it like that. I'm not going
to be hauling kids to soccer practice, but does that make the Xterra a bad SUV?
No. For the price and room inside, why would I want to buy the RAV4 you mention?
If I wanted a toy, I would go to the mall and check out some Matchbox cars.
I have done more in my Xterra than most people would ever dream of doing, so instead
of saying the Xterra is bad for being a workhorse off-road, maybe you should say
that it's great because it's a workhorse off-road! I know I do." -- B. Hauser,
Olathe, Kan.
"I own a '01 Xterra SE 4x4. First off, how does an SUV qualify as a mini-SUV?
...No vanity mirror? This isn't a fancy truck, it doesn't need vanity mirrors.
The rear windows don't roll all the way down, but that is pretty common among
any car/SUV I've been in. The engine and gas mileage are the bad trade-offs as
far as I'm concerned.... I recently took the Xterra on a 4,000-mile vacation.
The girlfriend and I slept in the back of the truck (I'm 6' 0'', she's 5' 7'').
The ride was just fine. In fact, we found the opposite to be true from your review
('numb steering, loud cabin, harsh ride quality and soft suspension tuning that
results in plenty of body roll, it's not a pleasant place to spend your time').
We have driven other SUVs and cars over the same long distances and found the
Xterra to hold its own, even outperform more expensive SUVs. We even quiz our
friends after they ride in the backseat. They say it's a good ride. We've
never had any complaints like the ones in your review...." -- J. Fulton, Des
Moines, Iowa
"I am the owner of a 2001 4X4 SE Xterra. This is my second Xterra. I too lease
my vehicles. Two reasons for my purchase is the incredible resale value and the
off-road capabilities. I have made a few minor modifications simply for handling
purposes off-road. In response to your poor gas mileage, I am currently getting
17 mpg. I feel that this is a respectable average for a 170-hp, 4000-lb vehicle.
Yes, it needs more power, but overall I am happy with the way it accelerates.
If I wanted quick, I would have bought a sports car. If it is power you would
like to argue over take a look at the Ford Explorer 4x4 Eddie Bauer edition with
a 0-60 time of 10.7 compared to the Xterra time of 10.5 with identical quarter-mile
times.... So power I feel is an invalid argument. Look at the torque curve. That
is where it counts. We do not buy these vehicles to drag race. The Xterra is
a vehicle for the outdoor-minded person who enjoys all sorts of activities with
the uptown charm that always turns the heads of the more sophisticated consumer.
Take it to the river and take it to the opera. The Xterra does it all with class
and charm. I have many pictures I would love to share with you. I think you
will be pleased to see that I do not use grease in my hair and that Dude
is not my primary word." -- J. O'Polka, Arlington, Texas
Town Hall Commentary
"My X will be two years old at the end of September -- 30k+ miles. The only
maintenance I've had to do are oil changes, which probably come out to about $150,
and one of my front mud flaps ripped off whilst out exploring...but that's
a whole nother story." -- jmuth, "Nissan Xterra," #1484 of 1755, Aug. 8, 2001
"I am a female who had never driven a truck (on a regular basis) before I bought
the X. I always drove a stick and would find it very hard to go to an auto.
I decided on a truck because I wanted to carry/tow/throw on top, etc. things/children/dogs
that just don't work with a car. Also, I was tired of my butt being so low to
the ground! Anyway, I have had my X for almost three months and I love it.
It was a terrific decision for me. My husband is not allowed in my X!" -- stfrances,
"Nissan Xterra," #74 of 1755, Dec. 1, 2000
"Wanted you all to know that my X survived its first off-road experience this
weekend with great success. It was loaded to the nines with two kayaks, one surfboard,
two paddles up top, all the wetsuits in the basket, two mountain bikes inside,
tents, etc and the dog. Got knocked around a bit in some of the windier passes
but height didn't seem to matter as much as I thought. It's only a 4x2 but I got
it down and up into the surf camp with excellent results. It was the envy
of all the others. The hitch and front tie-downs were great for the yaks, and
all the interior tie-downs made a big difference for cramming stuff up against
the sides snugly. Dog was able to lie down with no problems. The fireworks terrified
the dogs, and stupid me left the back gate open so I came back from a hike to
find three strange muddy dogs in my car. One by the driver [foot well], one
on the driver seat and one in the passenger seat. The waterproof seats were a
Godsend! Took them off, washed them in the camp and hung them next to my wetsuit.
They were dry in about an hour. So bottom line, load it up and drive!"
-- annyeo, "Nissan Xterra -- VI," #156 of 595, May 30, 2000
"Speaking from experience, I can say that two 5' 8"-people should have no problem
sleeping in the back of the X. Just this weekend I slept in the back of my
X for the first time, and I had no problem sharing the other half of the cargo
area with a rather large (cooler-sized) toolbox and some other things behind the
other half of the seat. I'm 5' 10", and the best way to handle it is to sleep
with your head at the back and let your feet hang over the top of the folded seats
between the front seats leaning as far forward as they go. Worked beautifully."
-- likexterra, "Nissan Xterra -- VIII," #101 of 626, Sept. 18, 2000
"We own the SE. I find the sunroof much more functional than the basket. Our
decision, remove the basket and use the sunroof. You do get some airflow. In our
case the dealer only had an auto 3-pack XE and the manual SE. We saved the $1,000
by going with the manual, more power and more fun to drive. None of the interiors/stereo's
are 'oh -- gotta have!' so that was a wash. We (my wife and I) like the side moldings,
and their function has already helped save some dings. Now I know one could
argue all that can be added aftermarket but I'm not a fan of having a hole cut
in the roof of a brand new vehicle. We did add a pinstripe, bra and front tinted
windows. Thinking about the seat covers as well." -- beckp, "Nissan Xterra
-- VIII," #37 of 626, Sept. 12, 2000
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