2000 Nissan Maxima Review & Road Test

Totally redesigned and re-engineered, this fifth-generation Maxima is being introduced as a 2000 model. Its free-revving V6 puts out 222 horsepower, its rigid new chassis comes with a sports suspension, four-wheel disc brakes and high-performance tires, and a five-speed manual gearbox is available for driving enthusiasts.

Sporty new styling replaces the bland sheet metal of the previous generation. This new Maxima is practical as well, with roomier front seats and a bigger trunk than the Accord and Camry.

Maxima's styling is more assertive than many mid-size cars. You'll notice this 2000 model the first time you see it. It's particularly striking from the rear. A dramatic cut-off shape and bold taillight treatment highlight a crisp design.

The front end says Maxima in a bold new way with a rounder grille that's separated from the headlights. It looks sportier, more modern, more upscale than before. Front and rear glass offer a steeper rake than the previous generation, with a higher, more aerodynamic trunk lid. The windshield curves around dramatically. Accentuated fender flares and wheel arches draw attention to the performance wheels and tires. Distinctive side marker lights and round fog light ports add sports appeal.

Longer and wider than before, the new Maxima rides on a longer wheelbase. The next Infiniti I30, which has not yet hit the streets, will use the same platform. These cars will be mechanically similar, but with completely different exteriors and interiors. The Maxima benefits from its upmarket association. Its chassis is 30 percent more rigid than before; B- and C-roof pillars were reinforced and pipe-style side-door beams heighten crash protection. Increased rigidity helps reduce noise, vibration and harshness. Sound deadening material has also been added. Bottom line: These are quiet, smooth-riding cars.

Three models are available: an unadorned GXE, a sporty SE and a luxurious GLE. Pricing wasn't set at press time, but estimates for models with automatic transmissions are: $24,000 for GXE, $25,200 for SE, $27,500 for GLE. (Estimates include $500 for destination.)

All three come with the same 222-horsepower V6 engine, sporty suspension and four-wheel disc brakes with ABS. Front airbags are standard, side airbags are optional. Traction control is an option.

Nissan officials say their twin-cam V6 is the best available and they may be right. Output was increased 32 horsepower to 222 horsepower. By comparison, the Camry V6 offers 194 horsepower, the Accord V6 makes 200, the Lexus ES 300 V6 delivers 210.

The GXE comes with an attractive price and a high level of standard equipment.

The SE comes with a sporty cloth interior and titanium-faced gauges. It is distinguished by a rear spoiler, black trim around the grille and black trim around the taillights; the latter is most noticeable on lighter colored cars. (The spoiler and SE trim are not available for other models.) The SE is fitted with a unique set of sporty five-spoke 16-inch alloy wheels. (Nissan will offer 17-inch wheels and tires as an option later this year.)

The GLE comes with an attractive leather interior, an option on the SE. It also comes standard with an automatic transmission, an option on the other two models.

The rear seats are comfortable, but the Maxima doesn't offer as much space back there as many of the other cars in its class.

The trunk is bigger than before and, though the Maxima doesn't lead the class in cargo capacity, it boasts more trunk space than the Accord and Camry. The rear seats split and fold down to make room for longer items.

Nissan's California designers shaped the dash into a stylish wave that gives it an airy feel. The steering wheel and other controls were repositioned to improve comfort and the seats were designed to provide more support and dampen road vibration. A roomy center console accommodates 16 CDs or a cellular telephone.

The leather GLE and cloth SE interiors are attractive and inviting. The GLE is the most luxurious with wood-tone trim and an automatic temperature control that's a big step up from the manual system. There's readout for ambient temperature. Power seats and an integrated HomeLink transceiver are included. (Most of this is available as options on the SE.) Optional heated seats are a luxury on cold mornings. Nissan worked with Bose to develop an optional stereo designed for supreme sound for both front and rear-seat passengers.

We weren't impressed with the GXE interior, however. It doesn't offer the cheerful ambiance of the SE and GLE. The GXE trim looks cheap and will likely look worse in five years. We recommend spending the extra $1,200 for an SE. To be fair, the GXE does come with a high level of standard equipment and the seats are supportive and comfortable.

On a narrow road winding through the Coast Ranges south of Monterey, California, we found the four-speed automatic transmission shifts smoothly and changes gears quickly to suit driving conditions.

It is on these types of roads that the Maxima really comes into its own. The steering is precise with sharp on-center feel; the steering on last year's model lacked feel and precision on the highway. The rear suspension has been re-engineered for improved ride and handling. Bumps are damped well, yet the ride isn't mushy. There's little body roll, or lean, in corners; the Maxima now matches the discontinued 300ZX sports car in this regard. The SE and GLE turn in more sharply than the GXE, which comes with 15-inch tires.

We turned some hot laps in the Maxima at Laguna Seca, a twisting road racing circuit in the hills above Monterey. There, we found the SE was very easy to drive quickly and smoothly. This car is rock steady at high speeds and it's easy to make smooth transitions from gas to brakes. We chose a five-speed for this work and found the pedals are positioned well for heel-and-toe downshifting. The manual gearbox shifts smoothly and adds to the fun of driving this sporty sedan. Acceleration performance and fuel economy are better with the manual.

The four-wheel disc brakes and high-performance 16-inch tires did a commendable job of slowing this car down. We were activating the ABS as we braked hard for a set of chicanes erected to slow us down from 90 mph to a walking pace. The Maxima was stable during threshold braking.

On a second-gear autocross circuit, we found the Maxima tended toward understeer when driven beyond the limit of the tires -- the usual tendency for a front-wheel-drive sedan. We were unable to get the rear tires to break traction in a corner. This makes for predictable handling at the limit.

More powerful, more agile, more practical, this fifth-generation Maxima has a lot to offer. It should be on every mid-size shopping list.