Crossovers are everywhere these days, but Nissan’s journey started in 2002 with the unveiling of the Murano. Fast forward to today, and the company is writing a new chapter with the fourth-generation mid-size SUV.
Stylish and well-equipped, it borrows heavily from the Ariya and aims to appeal to middle-aged professionals who don’t need hardcore off-road capabilities. While it’s more at home in the suburbs than on the Rubicon trail, the Murano offers a comfortable ride and respectable driving dynamics. The interior is also pretty elegant for a mainstream SUV, although a few details disappoint.
These issues are compounded by a number of curious omissions and quirks. One of the most notable is the lack of a hands-free semi-autonomous driving system, which is a letdown considering this is Nissan’s flagship crossover.
QUICK FACTS
Designed To Stand Out
Sporting a rounder and more streamlined shape, the 2025 Murano charts a new course that follows in the footsteps of the Ariya. Some of the biggest changes occur up front, where there are slender LED headlights and a wide grille flanked by daytime running lights.
The profile reveals taunt bodywork and a rakish windscreen that flows into a sloping roof. The sporty appearance can be further amplified by a two-tone paint job which adds a contrasting Super Black roof as well as matching A-pillars.
Muscular rear haunches and flowing metallic accents add to the drama. They’re joined by standard 20-inch wheels, although our Platinum tester rode on larger 21-inchers. The range-topper also sports a rear light bar, rain-sensing wipers, and an expansive panoramic moonroof with a powered shade.
While many new vehicles grow in size, the Murano is only a hair longer and retains a 111.2 inch (2,824 mm) wheelbase. Despite sounding like a case of déjà vu, the redesigned crossover is 2.6 inches (66 mm) wider and sports an additional 1.4 inches (36 mm) of ground clearance.
An Upscale Interior With A Few Quirks
Michael Gauthier / CarScoops
While many mainstream crossovers have dark and dull interiors, our tester featured stylish ivory and caramel semi-aniline leather seats. They’re joined by contrasting black accents as well as trim that draws inspiration from Venetian glass. The appearance of the latter changes based on lighting conditions and it’s a welcome departure from the typical piano black.
The “Murano Glass” is interesting to note, but the crossover also has some of the least convincing wood trim I’ve ever seen. It screams plastic and is notable for having integrated capacitive-touch climate controls. These work fine, although the tactile sensation feels a bit odd.
Speaking of technology, drivers will find a 12.3-inch digital instrument cluster and a matching 12.3-inch infotainment system. The latter has Google built-in on the SL and Platinum trims, adding Google Assistant, Google Maps, and access to the Google Play Store.
Below, there’s a floating center console with a standard wireless smartphone charger. The Murano also adopts a minimalist push-button shifter, which helps to give an open and airy feel.
The front seats are comfortable and supportive, sporting eight-way power adjustment as well as heating, ventilation, and massage functions in Platinum guise. While there’s a good amount of space, the center stack extends into the footwell and is uncomfortably close to your knee.
The heated second-row seats are a bit of a letdown as they only offer 36.3 inches (922 mm) of legroom. That’s slightly more than the Pathfinder, but 2.2 inches (56 mm) less than the Rogue. Even though there’s more than enough room for adults, the amount of space is underwhelming.
On the bright side, Nissan’s engineers made an assortment of changes to help the cabin feel more spacious and accommodating. In particular, there’s more second-row knee room thanks to a thinner front seat design. The rear doors also open wider, aiding entry and egress.
The crossover holds 32.9 cubic feet (932 liters) of luggage and that can be expanded to 63.5 cubic feet (1,798 liters) by folding the rear seats down. The latter aren’t powered, but there have sturdy release handles on the sides of the cargo compartment.
Those are pretty respectable numbers, but the Murano trails the Toyota Crown Signia’s 68.8 cubic feet (1,948 liters) as well as the Chevrolet Blazer’s 64.2 cubic feet (1,818 liters). It’s also blown out of the water by the redesigned Honda Passport, which offers 83.8 cubic feet (2,373 liters) of room behind the first row.
One place where the Murano excels is standard kit, as even the entry-level SV comes nicely equipped with heated leatherette front seats. They’re joined by a six-speaker audio system, dual-zone automatic climate control, and active noise cancellation technology.
A Turbocharged Heart And A Proper Gearbox
The changes continue under the hood as the 3.5-liter V6 has been replaced by a turbocharged 2.0-liter four-cylinder developing 241 hp (180 kW / 244 PS) and 260 lb-ft (352 Nm) of torque. This means the redesigned crossover loses 19 hp (14 kW / 19 PS) but gains 20 lb-ft (27 Nm).
The end result isn’t terribly impressive, as the 2.0-liter VC-Turbo engine feels adequate. It also feels like a missed opportunity. The Crown Signia has a hybridized 2.5-liter four-cylinder with a combined output of 240 hp (179 kW / 243 PS) that enables it to return 39 mpg city, 37 mpg highway, and 38 mpg combined.
The Murano, on the other hand, gets 21 mpg city, 27 mpg highway, and 23 mpg combined. That’s pretty unremarkable and the numbers closely echo the old V6, which returned 20 mpg city, 28 mpg highway, and 23 mpg combined. That’s effectively a push, but at least the turbocharged engine doesn’t require premium gasoline.
The engine isn’t the only thing that’s new; the Xtronic continuously variable transmission has been replaced by a traditional nine-speed automatic gearbox. It works remarkably well, with shifts being perfectly timed and executed.
Front-wheel drive comes standard on the entry-level SV, while higher-end variants are equipped with all-wheel drive that, even though is geared towards city streets, performed flawlessly in light snow.
Crossovers aren’t known for their towing capabilities, and the Murano doesn’t buck that trend, maxing out at 1,500 lbs (680 kg). That matches the Rogue, but trails the Pathfinder by a considerable margin as the three-row crossover can tow up to 6,000 lbs (2,722 kg).
Driving: A Calm Demeanor
Given that the Murano is positioned as a premium, street-focused crossover, it comes as little surprise that comfort and driving dynamics take center stage. The crossover has a silky smooth ride quality and a hushed demeanor thanks to extensive sound deadening and an active noise cancellation system.
Despite the emphasis on comfort, the Murano is no slouch in the handling department as front and rear roll stiffness has been improved by approximately 25%. The independent suspension easily dealt with road imperfections while keeping body roll to a minimum. This, combined with all-wheel drive, gives a sure-footed feel.
The good news doesn’t end there, with the electric power steering feeling nicely weighted and perfectly responsive. Nissan told us the latest system has a 4% faster steering ratio and a significantly lower stationary steering effort than the previous hydraulic-electric setup.
Drivers looking for a more engaging experience can use a dedicated switch on the center console to select Sport Mode. It adjusts engine, transmission, and steering settings, but makes the crossover sound uncouth.
When it comes time to stop, the Murano calls on ventilated discs that measure 13.8 inches (351 mm) front and 13 inches (330 mm) rear. These are significantly larger than last year’s units, which measured 12.6 and 12.1 inches (320 and 307 mm), respectively.
All Muranos come with an extensive list of driver assistance systems that includes Intelligent Cruise Control, Intelligent Forward Collision Warning, and Automatic Emergency Braking with Obstruction Detection. They’re joined by Blind Spot Warning / Intervention, Rear Cross Traffic Alert, and Rear Automatic Braking. Buyers will also find Lane Departure Warning, Lane Keep Assist, and Intelligent Lane Intervention.
The entry-level SV has ProPILOT Assist, while the SL and Platinum have ProPILOT Assist 1.1. These are old school systems as other models offer ProPILOT Assist 2.0 or 2.1.
This means the Murano is limited to combining adaptive cruise control with a lane centering function. As a result, it’s a fully hands-on experience that is behind the times. The absence of ProPILOT Assist 2.1 is all the more surprising considering you can get the hands-free semi-autonomous driving system on the Rogue, but not Nissan’s flagship crossover.
We asked Nissan officials about its absence and they noted it’s not available yet. This suggests it could be added in the future, but only time will tell.
Verdict
The 2025 Murano is a curiosity that probably shouldn’t exist due to the simple fact that Nissan only sold 19,316 units in the United States last year. However, we’re glad it’s still around as the Ford Edge went out of production last year and the gas-powered Chevrolet Blazer is rumored to be living on borrowed time.
Besides being a member of a shrinking segment, the Murano is stylish, well-equipped, and reasonably priced. On top of that, it’s comfortable and offers good driving dynamics for a mainstream crossover.
Unfortunately, there are some odd oversights and shortcomings like the lack of ProPILOT Assist 2.1. The interior also feels a bit small and that makes it a tough sell when Nissan already offers the capable Rogue and Pathfinder. This results in a perfectly fine crossover, but one that could be better.
