2016 Nissan Titan XD Pro-4X Diesel

An available Cummins V-8 diesel engine and near-heavy-duty capabilities make Nissan’s new-for-2016 Titan XD a unique beast, one that the company hopes will afford certain buyers an attractive middle ground between conventional half-ton pickups and full-on heavy-duty behemoths. Yet, the XD’s gargantuan size and substantial mass call into question its tweener status, while some smaller, half-ton rigs can actually match its tow rating of more than 12,000 pounds. To see for ourselves how the XD fares in a real-world environment—serving as both a commuter and a general carryall for our various playthings and detritus—we ordered a 2016 Titan XD Pro-4X for 40,000 miles of servitude.

The big Nissan is the latest in a line of full-size trucks to grace our long-term fleet, including 40,000 miles with the first-generation Titan when it debuted back in 2004. The XD is the first diesel example since our 2010 Dodge Ram 2500 Mega Cab 4x4. These workhorses are in high demand around C/D HQ, accumulating their requisite miles in short order. Although we usually introduce new long-term vehicles soon after they arrive, our XD’s 6000-mile break-in period meant we had to wait a couple of months before visiting the test track, during which time it racked up an impressive 7600 miles.

Although Nissan now offers a 390-hp 5.6-liter gasoline V-8 as standard in the Titan XD, and also in the conventional half-ton Titan, the optional turbocharged 5.0-liter Cummins V-8 ($5000) is a better match for moving the truck’s significant 7280 pounds (its Gross Vehicle Weight Rating, or GVWR, in excess of 8500 pounds technically makes the XD a heavy-duty pickup, exempting it from EPA fuel-economy ratings). Backed by an Aisin six-speed automatic transmission, the Cummins has 310 horsepower and 555 lb-ft of torque, positioning it between the 420 lb-ft offered in the Ram 1500’s EcoDiesel V-6 and the heavy-duty class of diesel engines that top the 900 lb-ft mark.

Similar to General Motors’ stillborn 4.5-liter Duramax V-8 diesel, the Cummins 5.0 was originally envisioned as a powerplant for half-ton pickups—a combination only Ram currently offers, although Ford has a diesel F-150 in the works. It’s also thoroughly high tech, with an iron block, aluminum cylinder heads with composite valve covers, dual overhead camshafts, a 16.3:1 compression ratio, and Cummins’ M2 sequential-turbocharger setup for minimizing lag. A particulate filter and selective catalytic reduction (urea-based, diesel-exhaust-fluid injection) remove soot and oxides of nitrogen from the V-8’s exhaust. Despite the inherent advantages in efficiency provided by energy-dense diesel fuel and compression ignition, the Nissan’s porky curb weight has kept any gains from materializing in the real world. Our test truck’s 15-mpg average thus far is similar to the returns we’ve observed from other large-engine pickups (both gasoline- and diesel-fueled). And our best stint barely returned 20 mpg, which is still less than the 21-mpg figure we’ve recorded with the much-lighter Ram 1500 EcoDiesel.

How We Spec’d It

While you can get either a single- or crew-cab Titan XD for the 2017 model year, 2016 versions came only in the latter configuration, riding on a 151.6-inch wheelbase with a 6.5-foot cargo bed. Base, rear-wheel-drive S models start at $36,485 for 2016, with four-wheel drive adding about $3000, depending on the specific trim. The mid-level Pro-4X we chose, however, is four-by-four-only and begins at $47,165. Along with a two-speed transfer case, 3.92:1 axle ratios, and an electronically controlled limited-slip rear differential, the Pro-4X includes Bilstein monotube dampers, dark-finished 18-inch wheels shod with General Grabber APT tires (sized LT275/65R-18), and skid plates for the oil pan, 26-gallon fuel tank, transfer case, and lower radiator.

Additional standard equipment ranges from a spray-in bedliner to a gooseneck hitch in the bed to a conventional Class IV receiver out back. An integrated trailer-brake controller also is included. Nissan’s Zero Gravity captain’s chairs coddle front-seat occupants, while the 60/40-split rear bench folds up to reveal more hauling space (extensions are there to create a flat floor, if you need it) and underseat storage. There’s also dual-zone automatic climate control, keyless entry and start, a rearview camera, a 5.0-inch color information display in the cluster, and a 7.0-inch central touchscreen with navigation, satellite radio, and USB and Bluetooth connectivity.

Along with the Cummins engine, our Cayenne Red test truck came with the $3310 Pro-4X Convenience package (leather upholstery with contrast stitching and Pro-4X embroidery, remote start, power for the tilting-and-telescoping steering column, a heated steering wheel, and heated front and rear seats); the $1100 Pro-4X Utility and Audio package (Rockford Fosgate audio with 12 speakers, front and rear parking sensors, a power sliding rear window, Nissan’s Utili-Track tie-down system, LED bed and tailgate lighting, and a 110-volt outlet in the bed); a $345 electronic tailgate lock; and $235 splash guards for a sizable as-tested total of $57,155.

Not a Track Star

In terms of performance, the Titan XD failed to impress on its initial outing at the test track. Its leisurely acceleration to 60 mph (9.4 seconds) and through the quarter-mile (17.3 at 82 mph) make it one of the slowest full-size trucks we’ve tested recently, regardless of size or engine. Not helped by its chunky all-terrain tires, the XD needed 204 feet to stop from 70 mph and circled the skidpad with just 0.66 g of lateral grip, both numbers that put it near the bottom of the segment. Nor is it especially quiet, generating slightly more noise at idle and full throttle (48 and 74 decibels, respectively) than most of the diesel pickups we’ve tested. The unusual warble of noises that the Cummins produces above 3000 rpm prompted at least one driver to declare, “Chewbacca is my co-pilot.”

That’s not to say the Titan isn’t capable, what with 2003 pounds of payload capacity and a tow rating of 12,037 pounds. In addition to hauling various tires, people, and junk near home, the XD’s break-in period included voyages to western Michigan, Illinois, and New Jersey. Notes in the logbook so far praise its respectable ride quality and the stability afforded by its long wheelbase and considerable mass. The cushy front seats also have earned fans for their long-haul comfort, and all drivers have appreciated the excellent visibility afforded by its massive, extendable towing mirrors.

While the Titan has never struggled with the heavier chores it has been tasked with, several drivers—perhaps accustomed to the greater outputs of heavy-duty diesel pickups—wished for more passing and towing power. Others have complained about the unassisted climb up into the cabin and the poor maneuverability of its 20-foot-long bulk in traffic and parking lots. The electric tailgate release also stopped working for one driver, who resorted to removing the inner panels of the tailgate to access the latch mechanism manually.

Although the 4.5-gallon diesel-exhaust-fluid system was supposedly filled at the factory, a 20-percent-remaining notice illuminated at just 1200 miles, prompting us to add 2.5 gallons ($15.57) to the reservoir. Another 3.8 gallons ($28.37) were added at 5200 miles when the same warning returned; we’ve yet to determine whether the significant consumption is the result of our driving or if this is just one of the thirstier setups we’ve experienced in a modern diesel engine. In between, at 3000 miles on the odometer, the Cummins V-8 also ran low on oil, which cost us $21.39 for a 2.5-quart top-up.

With the Titan’s first service not scheduled until 10,000 miles, our only visit to the dealer was at 2170 miles for a software reflash for the transmission, which seemed to be slipping as it shifted into third gear. The fix appears to have worked, although the six-speed isn’t as deft in its gearchanges as we’d like, and it occasionally shudders if the driver abruptly lifts off the accelerator. The dealer also adjusted the front-wheel alignment and inspected the steering column, which produces an intermittent groaning sound when the driver twirls the wheel. The latter was deemed to be working properly, but the noise can still be heard occasionally, so we’ll keep investigating the cause. While we remain uncertain of the true value of the Titan XD’s mid-level position in the pickup world, our test truck has been immensely capable in the short time it’s been with us, and we expect more of the same over the next 32,000 miles.

Months in Fleet: 2 months Current Mileage: 7771 miles
Average Fuel Economy: 15 mpg Fuel Tank Size: 26.0 gal Fuel Range: 390 miles
Service: $21.39 Normal Wear: $0 Repair: $0 Unscheduled Urea-Solution Additions: $43.94

Specifications >

VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED: $57,155 (base price: $52,165)

ENGINE TYPE: sequentially turbocharged and intercooled DOHC 32-valve diesel V-8, iron block and aluminum heads, direct fuel injection

Displacement: 305 cu in, 4997 cc
Power: 310 hp @ 3200 rpm
Torque: 555 lb-ft @ 1600 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 151.6 in
Length: 243.6 in
Width: 80.7 in Height: 78.4 in
Passenger volume: 120 cu ft
Curb weight: 7280 lb

PERFORMANCE: NEW
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 28.9 sec
Rolling start, 5–60 mph: 10.1 sec
Top gear, 30–50 mph: 5.3 sec
Top gear, 50–70 mph: 7.0 sec
Standing ¼-mile: 17.3 sec @ 82 mph
Top speed (governor limited): 104 mph
Braking, 70–0 mph: 204 ft
Roadholding, 300-ft-dia skidpad: 0.66 g

FUEL ECONOMY:
C/D observed: 15 mpg
Unscheduled oil additions: 2.5 qt

WARRANTY:
3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
5 years/unlimited miles corrosion protection;
3 years/36,000 miles roadside assistance