2004 Nissan Maxima

The midsize-sedan industry-first Skyview roof with its narrow, longitudinal window allows both front- and rear-seat passengers a peek heavenward.

Overall, the 2004 Maxima is a terrific vehicle. The slight stretch gives it more aggressive proportions than the Altima, and its more luxurious interior, especially with the optional Elite package, which features a pair of distinctive rear buckets and useful center console that matches the one in front, plus a rear sunshade and rear seat heaters, may even make the Germans sit up and take notice. All the latest safety tricks are incorporated: dual-stage front bags with pretensioners, side-impact bags for the front seats, supplemental side-curtain bags, kid seat LATCH anchors, etc.


Even better, the Maxima has the underpinnings it needs to deserve that 'sport sedan' label. It shares the Altima's front struts, speed-sensitive rack-and-pinion steering, and multilink (lower A-arms with trailing links, attached to a separate subframe) rear suspension. Big anti-roll bars are found at both ends. Nissan clung to its trailing beam rear axle far too long with the Maxima—they tweaked it to work pretty well, but the new suspension improves ride and handling and is sure to dazzle long-term Maxima fans. The brakes are impressive four-wheel discs with class-leading 320 mm front rotors. Nissan provides the entire braking alphabet soup you could want thanks to ABS, EBD and BA. (If you have to look those up in the specs, consider it a good exercise!). To build this car, Nissan used its FF-L (front-engine, front-wheel-drive large) platform, and they claim torsional rigidity has been increased an impressive 38 percent.

The supremely state-of-the-art 3.5L DOHC V-6 has electronic throttle, direct injection, variable induction and variable valve timing to name just a few attributes.

We believe it, too. On familiar twisty highways en route to Palm Springs, there were plenty of opportunities to hammer the Maxima, and we took advantage every time we could. There's some noticeable torque steer, but enthusiasts would argue they like feeling the power delivery, so perhaps that's permissible. You get Nissan's Vehicle Dynamic Control (VDC) system, with sport-tuned settings, incorporating traction control, with both automatic transmission versions (it's not available with the 6-speed). Maybe they figure if you order the manual, you're a better driver. Turn-in is quick; the steering is a bit light (like so many Japanese sports models), but on-center feel is acceptable. You might expect the Maxima to be noticeably faster than the Altima, but unfortunately that's not the case. While the 6-speed, increased power and higher specification levels, like an optional Premium Audio Package with a 320-watt, 8-speaker Bose audio system, are all commendable—not to mention the car's head-turning style quotient—those 200 extra pounds offset the benefits. Zero to 60 is in the 6.3-second range. Perhaps a slight displacement increase would have made all the difference?


Nissan makes the new Maxima available with several well-chosen equipment packages with wonderful names like Driver Preferred, Journey and Elite, but even if you opt for it all, including the DVD-based Birdview Nav system, and add-in the extra $900 for the Power glass sunroof (vs. the standard Skyview roof), you won't pay much more than $37K including the $540 destination fee. Nissan believes "passionate, discerning, independent, mature drivers, possessing a youthful spirit," are its Maxima clients. If that sounds like you, better get in line. And, if you're thinking about an entry-level German sports sedan, drive the Maxima 3.5 SE before you write that check. (www.nissan.com)