2025 Nissan Murano

Practically every car company has been trying to maintain the power/performance of the smaller engines that have been replacing larger engines – in order to comply with federal fuel efficiency and emissions regulations – by turbocharging these smaller engines.

Nissan has been doing that, too. But it has also been doing something else.

Have you heard about variable compression engines? These do essentially the same thing as turbochargers – which is to increase an engine’s cylinder pressure on demand, in order to make more power when it’s needed.  Except they also do it when demand for power is low – in order to improve efficiency during those times.

High-compression engines being more efficient than low compression engines.

The catch is that high-compression engines also tend to want premium fuel all the time – which adds to the cost of driving the vehicle. And it makes it hard to use a turbo to boost the power output on demand – because of the already high cylinder pressure.

The variable compression engine allows for the use of a turbo – for power when needed – and high efficiency when the turbo-boost isn’t needed.

That’s the idea, at least.

And you’ll find an engine based on this idea under the hood of the just-redone 2025 Murano.

There’s also a new transmission. And it isn’t a CVT automatic transmission.

What It Is

The Murano is Nissan’s mid-sized crossover and (along with the Lexus RX) one of the first. Nissan began offering this model back in 2003, just a few years after Lexus introduced the original – and game changing – RX300 back in 1998.

Like the RX – and so many other mid-sized crossovers – the Murano used to come with a 3.5 liter V6 because an engine that size was the appropriate size for a mid-sized crossover like the Murano. But it’s become difficult to offer a V6 in anything that isn’t a low-production/high-dollar vehicle due to the cost of complying with federal fuel efficiency and emissions regulations. That’s why turbo fours have been replacing V6s in under-$50k vehicles that used to come standard with them.

That happened to the RX a couple of years ago. And it just happened to the Murano.

But the Murano has a different kind of four than the ones used in the RX and pretty much every other crossover in its class has. It’s a variable compression four, which can increase or decrease cylinder pressure as conditions warrant.

More about this unusual layout follows below.

Prices start at $40,470 for the base SV trim, which comes standard with the new variable-compression 2.0 liter four, a nine speed automatic and front wheel drive. This one also comes standard with a digital dash display, including a 12.3 inch center touchscreen for the secondary systems. AWD is available as a stand alone option; selecting this layout increases the MSRP to $41,470.

The mid-trim SL – $46,560 – adds a panorama sunroof, a 10 speaker Bose premium audio system, Google map navigation and a surround-view exterior camera as well as enhanced adaptive cruise control that automatically adjusts speed for curves.

A top-of-the-line Platinum adds quilted leather upholstery, 21 inch wheels, massaging seats for the driver and front seat passenger, a heads-up display and standard all wheel drive

MSRP for this iteration of the Murano is $49,600.

What’s New For 2025

The Murano has been completely redesigned. In addition to the new appearance and interior, there’s also a new variable compression engine – which Nissan also uses in some of its Infiniti-badged luxury models such as the QX50. 

And a new nine speed automatic transmission.

What’s Good

A different kind of engine makes this crossover different.

No more CVT automatic.

A luxury crossover in every respect except the badge – and the cost.

What’s Not So Good

No more V6.

Variable compression engine is less powerful than the previous V6 – and doesn’t use less gas.

Modest 1,500 lb. max towing capacity is less than offered by rivals such as the Lexus RX, which can tow up to 3,500 lbs.

Under The Hood

The Murano used to come standard with a 3.5 liter V6 that made 260 horsepower – paired with a continuously variable (CVT) automatic. Both have been chucked in favor of a much smaller 2.0 liter variable compression/turbo engine that makes 241 horsepower, paired with a nine speed conventional automatic that eliminates the problems associated with CVT automatics.

The first being that many people just don’t like them. More finely, they do not like the absence of shifting – even when it is simulated by programing. Many people are also leery about the long-term reliability of CVT transmissions, which hasn’t been great.

Nissan – like every other car company – is under pressure to increase mileage and reduce emissions (not of the harmful stuff but rather the gas that does not cause pollution) and CVTs help with both but at the expense of customers who – per the above – either do not like the operating characteristics of CVTs or do not trust them to hold up for the long haul.

Replacing the 3.5 liter V6 with the new variable-compression/turbo 2.0 four allowed Nissan to say sayonara to the CVT because the new/smaller engine does not “emit” as much C02 by dint of having fewer/smaller cylinders moving air. Other manufacturers have decreased the size of their engines for the same reasons. And most of them have bolted a turbo (sometimes, two) to them in order to boost their output when the driver floors the accelerator pedal.

The catch is that these engines generally have to be low-compression engines – in order to not explode when turbo boost is applied. This means they are less efficient when not under boost. Nissan’s variable compression engine runs as much as 14:1 compression under light loads – which is extremely high compression that would probably require 100 octane race gas to avoid engine-damaging premature ignition (the “pinging” sound one hears being the prelude to a damaged engine burning low-octane gas) if the driver were flooring the accelerator – loading the engine. But the variable compression system reduces the compression to just 8:1 when the driver wants power – and on comes the boost.

In brief, it is a high-compression/turbo engine that uses regular (low octane) gas and still manages to make 241 horsepower, which is a lot of power out of just 2.0 liters.

On the downside, it’s not as much power as was made by the 3.5 liter V6 and there’s essentially no gas mileage benefit as the much smaller engine only manages 21 MPG in city driving and 27 on the highway.

Last year’s V6 touted 20 city, 28 highway.

The reason why probably has to do with the 2.0 four having to reply on boost pretty regularly to get the Murano moving. And when the turbo comes online, you might as well have a V6 – since they both end up using about the same amount of gas.

On The Road

The new nine speed automatic is a big improvement over the CVT that was the standard automatic last year. It doesn’t simulate gear changes because it actually changes gears – up and down – as you drive. This just feels more natural than the way a CVT-equipped vehicle kind of surges forward, sometimes simulating the gear changes the transmission doesn’t make. And there’s the peace of mind that comes along for the ride when you don’t have to worry about whether the CVT’s belt is going to snap the next time you floor the accelerator pedal.

The variable-compression turbo engine is a mixed bag.

The ’25 Murano isn’t as quick as it was last year with the V6; it now takes about 8 seconds to get to 60 (vs. about 7.3 previously) and that’s kind of slow for a near-luxury crossover. If there were a significant gas mileage benefit, it would be different – but there isn’t. As interesting – as daring – in concept as the variable compression design is, what’s the upside for the person considering a purchase?

The Murano deserves more engine – or better gas mileage.

What’s not contestable is that the new Murano is a very nice place to spend time inside, especially the top-of-the-line Platinum trim with the posh quilted (and massaging) “zero gravity” seats. The available heated steering wheel gets hot, too.

Not just tepidly warm.

If you didn’t know this was a Nissan it would be easy to convince you it was an Audi or even a Mercedes. Keep in mind that luxury-branded (and luxury priced) mid-sized crossovers such as the Audi Q7 (base price $60,500) and the Mercedes GLE (base price $61,850) also come standard with small four cylinder engines that make about the same power as the Murano’s and aren’t appreciably “nicer” to drive, either.

The chief detraction here is one that afflicts every new vehicle – because all new vehicles have fobs now rather than physical keys and automatic stop/start (ASS) “technology” that turns off the engine whenever the vehicle isn’t moving. This can lead to situations such as the one I experienced on the first day of my weeklong test drive when I drove the Murano 30 miles from home and wasn’t able to drive it back home – because the delivery driver left the wrong fob and left the engine running. The latter probably happened because the engine automatically shut off when he parked it to leave it – and he (thinking the engine was still on) pushed the “start/stop” button (thinking he was turning the engine off) which turned it on. Then he left the wrong fob for me.

When I got in, I figured the auto stop/start system was why the engine was still on – and assumed the delivery driver left me the right fob. I found out it was the wrong fob when  tried to start the engine for the drive home. The delivery driver had to drive back to where I was parked to swap fobs. The take-home point is these ASS-equipped cars can be On when you thought you’d turned them Off – and some of them can be driven without the right fob in your possession. But they cannot be turned on again once you push the “start/stop” button –  unless you get the correct fob.

This sort of thing never happened with keyed cars that didn’t have ASS – because it could not happen.

Another aspect of this to bear in mind is that fobs cost a lot more than keys and you can’t just get a new one cut at any hardware store, either.

At The Curb

The Murano is one of just a relative handful of mid-sized, two-row crossovers. The upside is that the Murano has a lot of first and second row legroom – 44.3 inches up front and 36.3 inches in back.

The downside – if it is one – is that there’s no third row.

Other mid-sized crossovers such as the Hyundai Sante Fe and Mazda CX90 that do have a third row are obviously more suitable for people who have kids but if you’re someone who doesn’t, then you may not care about not having the extra row. The Lexus RX doesn’t have one either – and that hasn’t kept it from being a best-seller for decades. And the RX has significantly less front seat legroom (41.8 inches) than the Nissan and about the same second row legroom (37.4 inches) and much less space for cargo: 29.6 cubic feet behind its second row vs. 32.9 for the Nissan and just 46.2 cubic feet with its second row folded vs. 63.5 for the Murano.

And the Lexus starts at $49,125.

For almost exactly the same money, you could buy a top-of-the-line Platinum Murano with AWD (an AWD equipped RX350 stickers for $50,725) and drive home riding in quilted leather seats with massagers, which aren’t available in the RX at all. An you’ll also get 21 inch wheels (the RX comes standard with 19 inch wheels) a panorama sunroof (not standard with the RX) heated rear seats (not available in the RX) and a Heads-up Display (HUD) that’s only available in the RX if you buy the top-of-the-line Luxury trim, which lists for $59,920 to start.

The Murano’s all-digital dash is just as fancy-looking as what you’d find inside an RX, too – just for a lot less. And that’s the take-home point here. The Murano may be a Nissan but that doesn’t mean you’re getting more when you spend more for a Lexus.

Mainly what you’re getting is the badge – if that’s worth the extra thousands.

The Rest

The Murano’s main weakness relative to other mid-sized crossovers – both luxury-badged and not – is probably its very modest maximum tow rating (1,500 lbs.). Many in the class – including the RX – are rated to pull twice as much and some (like the Sante Fe) even more.

On the other hand, it’s an irrelevance if you don’t need to tow more than 1,500 lbs.- or anything at all.

The Bottom Line

If it still had a V6, the 2025 Murano would make the Lexus RX and many other mid-sized luxury crossovers look pretty cheap, given what they cost. Even without the V6, the Murano comes across as worth the money – as opposed to just spending more money.

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