2017 Nissan Titan Pro-4X V-8 4x4 Crew Cab

Unless you own and drive a pickup, you may regard them as rolling chicanes impeding your daily commute. That they do, but full-size haulers own such a fat slice of the U.S. auto market that six brands fight mercilessly over every sale. During the first nine months of 2016, large pickup trucks accounted for one of every eight new vehicles sold, and the best-selling pickup, Ford’s F-150, outsells the Toyota Camry, the best-selling passenger car, two to one. Factor in the lucrative margins attached to a $50,000 truck, and it’s clear why sales in this segment are worth fighting for.

Nissan has sold pickups here for more than half a century and has manufactured big pickups in Mississippi since 2003, but its full-size Titan was only a footnote in this category until the second-generation model made its debut in January 2015 at the Detroit auto show. Wearing an F-150–ish mask, the heavy-duty XD reached showrooms first, followed by a half-ton crew-cab version powered by a 5.6-liter gasoline V-8. Nissan is now fleshing out its brood with single- and king-cab derivatives equipped with 5.5-, 6.5-, and 8.0-foot beds. A V-6 option is coming, too. Even though the Titan’s monthly volume is less than the number of Ford F-series trucks sold in a single day, Nissan is dead serious about cracking this market.

It’s so serious that it offers the half-ton Titan in five different trim levels. The Pro-4X reviewed here is the off-road-oriented middle child, with a base price of $46,215. As the name implies, part-time four-wheel drive is standard, along with all-terrain tires, 18-by-8.0-inch aluminum wheels, Bilstein dampers, a locking rear differential, hill-descent control, and a steel skid plate protecting the radiator and the oil sump. While our off-roading was limited to traversing some grass parking areas, we did take excellent advantage of the towing support gear—a receiver hitch and trailer wiring—­­­­­­included as Pro-4X standard equipment. Add to that our test unit’s $1820 Utility and Tow package, which includes bed tie-downs, a trailer-brake controller, a means of checking trailer lights from inside the cabin, extendible power mirrors, and other items. In addition, this Titan came with a $3520 Convenience package consisting of heated leather front and rear seats, a tilting and telescoping heated steering wheel, and several other features. Lastly, a $750 Luxury package added front-seat ventilation, an overhead-view monitor, and side mirrors that automatically tilt in reverse. The three option packs hiked the window sticker to $52,305.

Track Time

Before putting our Titan’s trailering equipment to work towing our LeMons racer for a 300-mile trip, this truck earned a B+ at the test track. Its run to 60 mph in 6.4 seconds and through the quarter-mile in 15.2 seconds at 94 mph put it at midpack in the pickup-acceleration derby. It needed 186 feet to stop from 70 mph, 13 feet less than a Ram 1500 Rebel and 17 feet less than a GMC Sierra 1500 All Terrain X but two feet more than a Chevrolet Silverado 1500 Z71. This Titan’s 0.74-g cornering grip and moderate understeer at the limit are commendable considering its General Grabber APT all-terrain tires and 5932-pound curb weight; a Toyota Tundra and a Ram Limited we’ve tested both maxed out at 0.71 g.

One thing that surprised us was the Titan’s 74-decibel cabin noise level during full-throttle acceleration and its 67 decibels while cruising. While that’s typical for the pickup-truck class, it’s also exactly what we measured in our long-term Titan XD powered by a Cummins turbo-diesel V-8.

The Pro-4X edition lacks the chrome facade found on other Titans, in our view its most compelling visual feature. The LED headlamp and foglamp arrays have tasteful bright accents, and the 18-inch wheels combine sparkling machined surfaces with charcoal-gray painted areas in a fetching way. Likewise, in the interest of traversing stumps and boulders, there are no side-step rails. The posture is high enough to provide the macho look that’s de rigueur in this class but not so jacked up that a step stool is necessary for entry.

V-8 Hustle

Nissan’s DOHC V-8 is a thing of mechanical beauty with four-valve combustion chambers, variable intake-valve timing and lift, and direct fuel injection. In spite of its efficiency-boosting 11.2:1 compression ratio, it runs contentedly on regular gas. Power and torque peaks are both relatively high, but there was ample low-end muscle to yank our 6000-pound trailer smartly up to highway-merging speed. This engine revs willingly to its 6000-rpm automatic-upshift point without complaint or commotion. The Jatco-built seven-speed automatic is an apt partner, offering manual control via a rocker switch attached to the column shifter and a towing-mode button on the end of the shifter.

Devout pickup buyers are spoiled with powertrain perfection, so the Titan has no choice but to live up to the existing high standard, which it does. The only shortfall we noted was a 13-mpg average fuel economy versus 14 to 16 mpg in other, similar full-size trucks we’ve tested. Some of that deficit is attributable to our 70-mph trip to the west side of Michigan with a trailer in tow.

Handling isn’t a subject of pressing interest in this realm, but the Titan’s linear and responsive power steering was a pleasure to use, and the Bilstein gas-pressure shocks included with Pro-4X trim provided superb roll and pitch damping without a hint of harshness over Michigan’s fractured pavement. Considering its on- and off-road capability, Nissan’s chassis engineers did an excellent job tuning this Titan.

Truck fans put up with huge turning circles, mediocre fuel economy, and other pickup shortcomings for the rare occasions when they tap their towing and hauling strengths. In this respect, the Titan provides a satisfying blend of comfort up front with load accommodation in back. The Pro-4X cabin is a large and luxurious enclave for five occupants that offers supportive seats, easy access, and surprising versatility, especially in back. The split rear cushions can be raised to convert passenger perches into a level load space. Lockable cubbies beneath the molded-plastic cargo platforms are another handy touch. Add to that a massive center console with multiple-position cupholders, huge storage volumes, and a handy spot for a smartphone or two. In front, a 7.0-inch touchscreen serves as the infotainment command center. It’s equipped with voice-recognition navigation, hands-free text messaging, Siri Eyes Free, Bluetooth, and a bird’s-eye-view backup camera. A second info center between the tach and the speedometer presents such scintillating information as pitch, roll, and steering angles. One thing we could do without is the whir from the brake system, which frequently invades the cabin’s peaceful serenity.

The 5.5-foot cargo bed is on the short side but more than adequate for the fuel cans, spares, and tools we needed for our race. The tailgate is nicely damped, the spray-on bedliner resisted our abuse, and the adjustable cleats were handy for securing objects prone to sailing away at speed. There’s also a 120-volt AC outlet in the bed and enough LED cargo area lights to dazzle Broadway. Unfortunately, there are no corner steps for clambering into the bed when the tailgate is lowered.

Still, the looming question is: Who will buy a Nissan Titan? Toyota Tundra graduates are prime candidates, as well as anyone who loved the Nissan Hardbody or the Datsun Li’l Hustler they drove in their salad days. Chevrolet, Ford, GMC, and Ram do such an excellent job of nurturing their owners’ allegiance that few stray from the fold. Another challenge is the growing interest in medium-size pickups. The good news is that the Titan has no major flaws requiring immediate attention, and Nissan has invested in world-class U.S. manufacturing facilities focused on the long haul. In the land of the free and the home of the prosperous, there’s always room for another urbane pickup truck.

Specifications >

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

PRICE AS TESTED: $52,305 (base price: $46,215)

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 339 cu in, 5552 cc
Power: 390 hp @ 5800 rpm
Torque: 394 lb-ft @ 4000 rpm

TRANSMISSION: 7-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 139.8 in
Length: 228.5 in
Width: 80.7 in Height: 77.2 in
Passenger volume: 120 cu ft
Curb weight: 5932 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.4 sec
Zero to 100 mph: 17.6 sec
Zero to 110 mph: 23.0 sec
Rolling start, 5–60 mph: 6.8 sec
Top gear, 30–50 mph: 3.4 sec
Top gear, 50–70 mph: 5.0 sec
Standing ¼-mile: 15.2 sec @ 94 mph
Top speed (governor limited): 115 mph
Braking, 70–0 mph: 186 ft
Roadholding, 300-ft-dia skidpad: 0.74 g

FUEL ECONOMY:
EPA city/highway driving: 15/20 mpg
C/D observed: 13 mpg