Nissan Frontier

Nissan Frontier Models

The Nissan Frontier is available in 14 different configurations. It comes in three trim levels: XE, SE and SC. XE models come standard with the 2.4-liter inline four-cylinder engine, but offer the V6 as an option.

The SE is basically an XE with the Deluxe Package, including cruise control; tilt steering wheel; in-dash six-disc CD changer and steering wheel audio controls. Leather is optional with the SE, not available on XE; the SE comes with 16-inch wheels, XE with 15s. With the SC you can get it all, including 17-inch wheels and that supercharged engine delivering 40 more horsepower and 31 (manual transmission) or 46 (automatic) more foot-pounds of torque.

Also available are King Cab and Desert Runner models. King Cab and Crew Cab models ride on a 116-inch wheelbase, while Regular Cabs ride on a 104.3-inch wheelbase.

Crew Cabs are available in XE, SE and SC trim in 2WD or 4WD. All Crew Cabs use the 3.3-liter SOHC V6 engine, with the SC having the factory-installed supercharger made by Eaton, a company with a lengthy history designing and building superchargers. This review focuses on the family-sized Crew Cab.

Driving the Nissan Frontier

The ride and handling of the 2WD Frontier Crew Cab were truly exceptional. It felt like a tall Nissan Maxima, more than a pickup truck. Turn-in is nimble, and the front wheels stay glued to the line. Response is quick and control steady. The rear end never feels light over bumps. It actually rides better than the Xterra sport-utility, which uses the same chassis; this is unusual as automakers usually soften the SUV when it's built on a pickup platform. The Crew Cab is a bit heavier than two-door Frontiers; its 56-44 weight distribution is marginally better than the King Cab's 57-43. The Crew Cab also gets a rear stabilizer bar in addition to the standard front stabilizer bar. Low-profile tires probably make a significant contribution to the Frontier's handling prowess.

Solid is the word that keeps coming out of our driving notes: Consistent high ratings in every aspect, can't find a single quirk or flaw. Tight, smooth, consistent. The anti-lock brakes do the job, although the Frontier uses less-expensive drum brakes in the rear. The four-speed automatic transmission upshifts sharply, as smoothly as an expensive sedan when your foot's on the floor, and doesn't hunt a lot when the engine is being challenged on hills.

The standard 3.3-liter V6 accelerates with reasonable lightness, and a steady 70 mph comes at just 2700 rpm. But the engine growls like it's working pretty hard when the automatic transmission kicks down to tackle a hill. The 170 horses pulling this 3916-pound truck will be enough for most people, but more power is always nice. Nissan offers another 40 horsepower with the Eaton-supercharged SC. We spent about an hour in a 4WD SC Frontier and can't say we were blown away by the difference in acceleration.

But an hour isn't enough time to compare all aspects; imagine the improvement in towing, for example, with 31 or 46 more foot-pounds of torque. And if Nissan is correct in targeting the Frontier mostly to young men (all you need to know is that Nissan has long provided trucks to "Baywatch," including, appropriately, a lot of the old Hardbody models), and if the 2WD is the hot rod, the supercharger for $1250 might be a given. But it's hard to get too excited, considering the normally aspirated 4.0-liter SOHC V6 engine in the Ford Sport Trac virtually matches the power, torque, and powerband of the supercharged Nissan 3.3-liter, while being mated to a five-speed automatic transmission, not just a four-speed. So it could be said that the Nissan 3.3 engine needs a supercharger just to keep up with the Ford 4.0. The Explorer Sport Trac is heavier and more expensive, however.