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Pros
Cons
The 2025 Nissan Murano marks a redesigned generation of this sport utility, which initially debuted for 2002 as an SUV that drove more like a car.
As it did back then, it occupies a niche where it’s a mainstream model that seems more like a premium one. The Murano comes in three trim levels, starting with the SV at $48,878, including a non-negotiable delivery fee of $2,030. The SL is next at $52,528 and then there’s my tester, the Platinum, at $56,528. This one further had a coat of pearl metallic paint, bringing it to $56,828 before taxes.
Styling 9 / 10
Several people thought my tester was electric, judging by its looks and tucked-up tailpipes. [In fairness, the redesigned Murano bears a striking resemblance to the all-electric Nissan Ariya.–Ed.] There’s relatively little chrome, save for a handsome swoop of it over the side windows, while the floating roof look of old is gone, which gives it a more up-to-date appearance.
The two lower trims get 20-inch wheels, while the Platinum rides on 21-inch alloys. The interior also gets a handsome new look, with a sweeping dash incorporating the 12.3-inch touchscreen and like-sized instrument display into a single piece of glass that’s standard in all trims.
Safety 8 / 10
Neither the United States National Highway Traffic Safety Administration (NHTSA) nor the not-for-profit Insurance Institute for Highway Safety (IIHS) had rated the 2025 Murano at the time of writing. Standard driver-assist technologies on all trims include emergency front and rear braking, adaptive cruise control, blind-spot intervention with rear cross-traffic alert, and the mandatory back-up camera that’s upgraded to a surround-view suite of them on the SL and Platinum trims. They include an “invisible hood” view that shows what’s under the front wheels — handy for parking curbside or hitting the right spot on a car wash track.
Features 8 / 10
The entry-level Murano SV includes faux-leather heated seats, a heated steering wheel, wireless charger, 12.3-inch infotainment screen with wireless connectivity, and dual-zone climate control. The SL adds a panoramic sunroof, premium audio, Google Built-In, heated rear seats, an integrated garage door opener, and a heated windshield (albeit one with tiny vertical wires that you can’t unsee once you’ve seen them, and I find it tiring to look through them). My Platinum tester further added power-folding mirrors, rain-sensing wipers, ventilated and massaging leather-clad seats, a head-up display, and hands-free power tailgate.
User-Friendliness 6 / 10
The Murano’s climate functions are icons in a faux-wood panel that’s lifted from the Ariya. First you have to find the exact spot to push, which can be difficult in bright sunlight; and then you have to tap it very firmly, and there’s no guarantee the first attempt will do the trick. While infotainment screen icons are intuitive, and Google Built-In can handle some functions, the seat and steering wheel climate functions are tiny and hard to tap, especially when you’re driving on anything other than a smooth road. The steering wheel functions are also more complicated than they need to be.
Practicality 7 / 10
The Murano trails many of its competitors for cargo space with 931 L; even the similarly sized Nissan Rogue has 1,033 L with its rear seats upright. While some slightly larger competitors can tow 2,268 kg (5,000 lb), the Murano’s maximum pulling capacity is just 680 kg (1,500 lb).
Comfort 9 / 10
Nissan’s good at making supportive seats, and the Murano backs that up. In the Platinum, they include a massage function that does a good job of relaxing one’s muscles but is surprisingly noisy as it does. Rear-seat legroom isn’t class-leading but there’s still more than enough for most passengers, and those seats are also fine on the spine. Nissan says it’s the first time it’s used its front-seat “zero gravity” design for the back. The ride is smooth, and only the worst bumps make their way into the cabin.
Power 7 / 10
The Murano swaps out the last generation’s 3.5L V6 for a turbocharged 2.0L four-cylinder, and with a nine-speed automatic transmission in place of the previous gearless continuously-variable transmission (CVT). The new engine makes 241 hp and 260 lb-ft of torque. It’s fine once it reaches cruising speed, but getting there can often be a chore. The accelerator can feel spongy, and in stop-and-go traffic, you might get either a burst of energy, or a middling response that feels like the turbocharger is still in the box, not on the engine.
Driving Feel 8 / 10
Steering feel could be a bit sharper, but overall, the Murano is nicely buttoned-down, handling curves and corners smoothly and confidently. All-wheel drive (AWD) is standard, primarily powering the front wheels but sending as much as 50 per cent of the available torque to the rear as needed. Adaptive cruise control is standard, but when vehicles move into the lane ahead of it, the Murano’s response can be jerky. A hands-free highway driving version is available on the larger Nissan Armada, but not yet on the Murano.
Fuel Economy 9 / 10
The Murano is rated by Natural Resources Canada (NRCan) at 10.6 L/100 km in the city, 8.6 highway, and 9.7 combined. I came in a hair below that at 9.5, and it takes regular-grade gasoline. Bigger competitors like the Volkswagen Atlas Cross Sport and Honda Passport rate 11.1 and 11.3 combined, respectively; and while the Mazda CX-70 undercuts it at 9.3, it’s a mild hybrid.
Value 8 / 10
The Murano ranges from $48,878 to $56,528. Some of its two-row competitors are higher-powered, but they’re also higher-priced, such as the Honda Passport at $52,480 to $58,940; the Mazda CX-70 at $54,195 to $63,755; and the Volkswagen Atlas Cross Sport at $52,1545 to $62,145 (all prices including delivery).
The Verdict
The redesigned 2025 Nissan Murano is a bit of a mixed bag: a gorgeous interior with oft-annoying controls; and a smooth driver with an oft-laggy engine. Overall, though, it’s a good-looking and comfortable machine that feels more premium than its badge, and should be on the cross-shoping list.
