Range-topping models tend to be the ones that grab the headlines. And
with good reason – they’re the best representation of the car as it
sits on the showroom floor, whether it be in terms of looks, gadgets,
performance and, in some cases, road manners as well. Money no object,
they’re almost unquestionably the one to get.
But of course, “money no object” rarely, if ever, exists. This is
particularly true with D-segment models, as the highest trim levels of
these cars tend to come uncomfortably close to the RM200k mark, and
therefore well out of reach of all but the most well-heeled company car
buyers. Below that, lesser models are far less desirable, losing out on
much of the toys and, unfortunately, safety equipment.
The new Nissan Teana seems to have bucked this trend, with smaller
differences in kit between variants. Only a few feel-good gadgets are
reserved for the top-spec 2.5XV (this may also betray the relative
paucity of equipment on the range-topping model, but that’s a different
topic altogether). More importantly, all Teanas come as standard with a
full complement of six airbags and stability control.
This particular model we’re testing is the mid-range 2.0XL, which
features a few must-have items over the base 2.0XE (powered seats,
reverse camera, Bluetooth), but still comes in at a cool RM20k under the
2.5XV. Is this actually the sweet spot, then – the Goldilocks of the
range, if you like? Read on to find out.
Doubtless you’d be familiar with the current L33 Teana on this site –
aside from the comprehensive launch report, we’ve also driven it before
in 2.5XV form. Additionally, eagle-eyed readers will also have
recognised this Bronze Gold WA 3880 C test unit as the exact same 2.0XL
that sparred against the Honda Accord and Kia Optima in the second
season of the
Driven Web Series, and
won.
Thus, you’d know that we’ve sung praises about Nissan’s contender,
from the highly competent handling to the smooth CVT and extremely
comfortable ride. But will the lower amount of kit on offer and smaller,
less powerful engine sully the driving experience on closer inspection?
We’ll soon find out.
Coming in at RM143,318, the 2.0XL doesn’t appear to lose much over
the considerably more expensive top-spec model, at least from the
outside. The curvaceous, dynamic, almost piscine body still has oodles
of presence, with arrow-shaped projector headlights (halogens instead of
xenons here), large chrome grille, undulating swage line and elegant
LED tail lights. You do get 16-inch wheels instead of 17’s, however,
which does take a bit out of the Teana’s confident stance.
Inside, the middle child feels very nearly as posh as its more
well-to-do cousin – apart from the aforementioned items, there’s also
leather upholstery, auto lights and a five-inch colour screen in the
integrated head unit that differentiate it from the cheaper 2.0XL. Only
the sunroof, rear sunshade and nine-speaker Bose sound system are
reserved for the 2.5XV.
Compared to the similarly priced Accord 2.0 VTi-L, the Teana loses
out on LED daytime running lights, 17-inch wheels, rear door sunshades
and navigation, but don’t forget that the Nissan has six airbags over
the Honda’s two.
The equivalent Toyota Camry 2.0G is near as dammit RM12k more
expensive, but doesn’t even get auto lights, Bluetooth or a reverse
camera, let alone the Teana’s four extra airbags. Punt for the
bare-bones 2.0E (that’s still costs RM2k more than the Nissan) and you
drop powered seats, leather, cruise control and,
shockingly, stability control as well.
Gadgets aside, the Teana is a lovely place to be, with a simple,
clean design, judicious use of soft-touch materials and sumptuous
leather surfaces. It’s very grown up and sophisticated in here; only a
few jarring hard plastics and a weird mesh patterned trim on the
transmission tunnel and gear knob (I personally would’ve preferred the
same gloss black that’s on the centre console) disappoint slightly.
The third-generation L33 has grown significantly in width compared to
the previous J32 – growing 35 mm to 1,830 mm – providing it with a
newfound sense of airiness, which the broad centre console only serves
to amplify. There’s also plenty of space on offer – both front and rear –
in terms of leg- and elbow room, even though the sloping roofline does
cut into rear headroom quite a bit.
It’s a large car, however – measuring 4,885 mm long, the Teana is 35
mm longer than the Camry and 15 mm longer than the already sizeable
Accord. This can make it quite an intimidating machine to manoeuvre
around urban areas, a situation further compounded by the rising
beltline and smaller windows than the competition. It’s enough to make
you wonder if the reverse camera is really more of a necessity than a
luxury.
At least the size means the boot space is competitive; at 516 litres
it’s just as big as the Camry’s (515 litres) and a whopping 55 litres
larger than the Accord’s (at 461 litres, it’s even smaller than the
B-segment City’s). The load space is deep and the sill low, but the
aperture is a bit narrower than the competition.
In place of the range-topping 171 hp/234 Nm 2.5 litre QR25DE
four-cylinder engine sits the 2.0 litre MR20DE making 134 hp at 5,600
rpm and 190 Nm at 4,400 rpm. That’s 20 horses down on the Accord and a
full 31 hp less than the new direct-injected VVT-iW mill in the
facelifted Camry; both the Nissan and Honda also give nine Newton metres
away to the Toyota. The ubiquitous Xtronic CVT sends power to the front
wheels.
Compared to its two rivals, the 2.0 litre Teana does feel down on
power – out the gate, it definitely needs to be worked harder to pile on
the speed. The deficit is particularly apparent next to the new Camry,
which will effortlessly cruise`up to highway limits and then sail right
past them.
Drive it in isolation, however, and you’ll notice that it doesn’t
actually feel slow at all. Masking the shortfall on output is the
brilliant CVT, with quick step-off response and an almost complete
elimination of the “rubber-banding” effect that blights competing
systems – the Teana accelerates linearly and smoothly, responding
naturally to throttle inputs. There’s no irritating whine, too.
Flinging the big Nissan reveals a chassis that has been expertly set
up to tackle bends with aplomb. Yes, generous amounts of body roll are
on the menu (this is a large, comfy sedan, after all), but it responds
deftly to every flick of the steering wheel. It really does shrink
around you, this thing, and it stays planted even through mid-corner
bumps, no doubt a result of the sophisticated multi-link rear suspension
design.
But it’s the Active Understeer Control function that takes things to a
whole new level entirely. As the name suggests, the system works as an
extension of the Vehicle Dynamic Control (VDC) to reign in understeer by
braking the inside front wheel, helping the car swing into a bend.
Sounds good on paper? Well, you’ll be happy to know that it works
very well in practice, too; its operation imperceptible, but the result
uncanny. Accelerate mid-corner, and where you’d expect the front to wash
wide, the Teana clings resolutely to the chosen line as it powers out
of the bend. It’s mightily impressive, and hugely, giggle-inducingly
fun.
But for all its dynamic prowess, you do get a sense that spirited
driving doesn’t quite show the Teana in its best and brightest light.
You feel it in the aforementioned roll into the corners, the steering
that weighs up nicely but is vague and lacking in feel, as well as the
slightly flat seats; you hear it through the sometimes strained, if not
entirely unpleasant engine growl when you pin the throttle.
The latter can be particularly intrusive as the CVT holds onto higher
revs under hard acceleration for maximum power; even the transmission’s
stepped-ratio Ds mode doesn’t really help matters. It’s clear that the
Nissan, while more than game to play servant to your wildest exploits
(and is more than capable of handling them, don’t get me wrong), is a
little bit outside its comfort zone here.
Instead, hang back and settle into a cruise, because the Teana plays
the chauffeur game very well indeed. It’s here where the Nissan really
stretches its long,
long legs, the CVT dialling the revs down a
few notches, at which point the engine becomes remarkably hushed and
incredibly smooth. There’s very little wind and road noise too; for the
first time in a while, the phrase “quiet as a library” isn’t such a
hyperbole after all.
Those 16-inch wheels may not do anything for the looks, but the
tyres’ thick sidewalls certainly do wonders to take the sting off the
Teana’s taut, actually slightly firm ride over larger bumps. The
impressive body control, on the other hand, takes care of minor surface
imperfections with ease, allowing the car to traverse undulating tarmac
with nary a flinch.
The combined effect is really quite something. Climb in after a rough
day and the Teana will welcome you into the
daftly-named-but-hugely-comfortable Zero Gravity Inspired seats, cosset
you through the supple, quiet ride and terrifically smooth drivetrain,
and relieve you of every last knot in your nerves. At the end of the
day, isn’t that what you want in a car like this?
Really, if it’s serene waftability you’re after, the Teana takes the
cake. It’s arguably more comfortable than the too-soft Accord, and even
the markedly-improved Camry can’t quite shade it in terms of ride – and
definitely not when it comes to cabin noise.
The few faults it has – ungainly looks on the smaller wheels, some
hard interior plastics, an engine that lags behind more powerful rivals –
pale in comparison to the way the Teana ferries four adults in the
smoothest, most soothing way possible. And of course, its impressive
safety credentials – particularly in comparison to the Accord and Camry
at this price range – are difficult to overlook (and really shouldn’t
be).
Which trim level to go for? Certainly, this 2.0XL strikes a great
balance between kit and price; it feels generous enough to justify the
RM10k extra over the base 2.0XE, while the extra kit and bigger engine
of the 2.5XV – although nice to have – are things most buyers can easily
live without. Regardless of the variant, however, one thing is clear:
the Nissan Teana is a superb machine that’s more than competitive enough
to take on the class best.
The much-lauded Nissan IDX concept from Tokyo 2013 could end up as the next-generation Z-car
Gadgets aside, the Teana is a lovely place to be, with a simple,
clean design, judicious use of soft-touch materials and sumptuous
leather surfaces. It’s very grown up and sophisticated in here; only a
few jarring hard plastics and a weird mesh patterned trim on the
transmission tunnel and gear knob (I personally would’ve preferred the
same gloss black that’s on the centre console) disappoint slightly.
Drive it in isolation, however, and you’ll notice that it doesn’t
actually feel slow at all. Masking the shortfall on output is the
brilliant CVT, with quick step-off response and an almost complete
elimination of the “rubber-banding” effect that blights competing
systems – the Teana accelerates linearly and smoothly, responding
naturally to throttle inputs. There’s no irritating whine, too.
