Nissan’s new Murano gave up the thing I loved most — but finally solved its biggest problem

The base front-wheel-drive Murano SV starts at $40,470, while my range-topping Murano Platinum AWD starts at $49,600.

Freight fees and a handful of accessories and options pushed the as-tested price for my Tennesee-made loaner to $55,030.

The Murano, named after the Italian island where handcrafted Venetian glassware is made, is known for its bold, sleek styling.

The new version’s front end trades the old model’s large chrome V-Motion grille for a more subtle version with thin LED running lights on the side of the grille, making up the “V.” The long hood and thin headlights at the top of the grille remind me of the Ferrari Daytona grand tourers of the early 1970s.

In the Nissan lineup, the Murano is positioned between the more family-oriented three-row Pathfinder and the full-size Armada, which is also brand new for 2025.

From the very beginning, the Murano has been powered by some version of Nissan’s award-winning VQ V6 engine paired with a continuously variant transmission.

That partnership ends with the new Murano. The sole engine option is now a 2.0-liter, VC-Turbo inline-four-cylinder producing 241 horsepower and 260 lb-ft of torque, 19 fewer horsepower than the outgoing V6 but 20 lb-ft more torque.

At the same time, the CVT has been replaced by a traditional 9-speed automatic transmission.

The “VC” part of the VC-Turbo moniker refers to Nissan’s unique variable compression technology that can vary the compression ratio within the engine from 8:1 under hard acceleration up to 14:1 for more efficient operation while cruising along.

My all-wheel-drive test car boasts EPA fuel economy ratings of 21 mpg city, 27 mpg highway, and 23 mpg combined. Overall, the turbo four-cylinder is more efficient in the city but thirstier on the highway than the old V6, while the combined mpg remains identical.

Doing away with the Murano’s CVT is a classic case of addition by subtraction. Its tendency during hard acceleration to hold the engine at high revs, resulting in prolonged periods of uncomfortable droning noises, compromises the driving experience.

Fortunately, the new nine-speed automatic shifts quickly and crisply. So much so that I wish Nissan had paired it with the V6.

Although the VC-Turbo engine is a bit rough around the edges compared to the six banger, it delivers strong power, especially lower in the rev range, resulting in a more fulfilling driving experience.

Interestingly, the new Murano is about half a second slower from 0 to 60 mph than the 7.3 second-time the old V6 model produced in Motor Trend testing.

The front dash draws heavily from Nissan’s Ariya EV SUV, including one of my favorite pieces of cabin design, the capacitive touch controls embedded into the wood accent piece on the center stack.

Overall build and material quality are excellent, with a great mix of materials and smart use of soft leather padding in key touch points. However, a few of the plastic trim pieces, especially the large accent piece immediately below the infotainment screen, felt thin and cheap.

The outgoing Murano’s analog gauges and dated eight-inch infotainment screens have been replaced by dual 12.3-inch displays, which look clean and thoroughly modern.

Both screens run the latest version of the NissanConnect infotainment system, which features built-in Google software. The system not only looks great but is also easy to navigate. I was a big fan of the integrated Google Maps function in the digital instrument display.

The Murano’s Intelligent Around View Monitor 360-degree camera system also worked well. Its new invisible hood view feature, which allows the driver to see through the front of the vehicle, proved to be really helpful in navigating tight spaces.

Nissan says the “zero graity” seats are engineered to reduce stress on the driver’s bones and joints by encouraging the occupant to hold a neutral body position like a person in a weightless environment.

For the first time, the Murano’s rear cabin also has Zero Gravity seats.

Fold the rear seats down to expand cargo capacity to 63.5 cubic feet. There’s also a bit of additional storage under the cargo floor where the spare tire and Bose subwoofer are located.

The more things change, the more they stay the same with the Nissan Murano. Despite a complete redesign, an all-new drivetrain, and an updated suite of tech features, the overall Murano experience remains consistent.

It’s still smooth and refined with a luxurious cabin and looks that stand out from the crowd.

So, if you loved the old Murano, you’re definitely going to like this new one.