ThePro-4X is the top-of-the-line Xterra. If you're into coddling equipment, this Xterra isn't your cup of joe. The only option boxes checked on our $32,725 (a base Xterra X 4X4 comes in at $26,310) tester included leather seats ($1,000), Nevada tow Package ($460), Pro-4X floormats ($115) and an iPod interface ($250).
The Nissan Xterra obliges with a knob for choosing between two-wheel drive, four-wheel drive high and four low, followed by large buttons for hill descent control and the electronic locking center differential. The Nissan Xterra Pro-4X sports Bluetooth, redundant steering wheel audio controls, an optional iPod interface and a standard auxilary input. The Nissan Xterra is about six inches shorter than the Jeep Wrangler Unlimited, and the latter is an inch wider, too. An off-road ready interior is only useful if the hardware is willing, so Nissan engineers have packed plenty of technology in spots where the eyes rarely travel. The Pro-4X is the only Xterra to feature Bilstein performance shock absorbers, giving the top model a bit more street cred on the sand dunes.
If you're not into the slushbox thing, Nissan is kind enough to offer a six-speed manual transmission across the entire Nissan Xterra model range. That sounds nice, but our experience shows that the Xterra feels burlier than a lot of vehicles in its class. The Xterra's powertrain pulled strongly at all speeds, especially when passing punch was needed on the freeway. Brake feel is similarly solid, with a bit of bite when pushed hard. Since the Nissan Xterra Pro-4X is built for the road less traveled, we figured it was our duty to get it at least somewhat dirty during our time. We took the Xterra on a short but fruitful trip to a nearby trail to see if the big Nissan performed as advertised. We also verified Nissan's claim that the Xterra can shift on the fly into four-wheel high at a maximum of 62 mph. The Pro-4X is the only Xterra that comes stock with skid plates for the oil pan, fuel tank and 4x4 transfer case, in addition to the lower radiator plate that comes with every Xterra. After our short off-road excursion, the Xterra's underbody was free of any sticks and mud chunks, mainly because the Xterra boasts 9.5 inches of ground clearance, so the underbody was hardly touched. Those looking at the Nissan Xterra for their next vehicle purchase don't have a whole lot of options left in the off-roading segment.
Most reviewers say the Nissan Xterra is an excellent off-road SUV. Though it isn’t as comfortable as car-based crossover SUVs, test drivers claim that the Xterra has a more refined on-road demeanor than many other off-road SUVs. “The 2011 Nissan Xterra is the one most easy to live with."
The Xterra drives more like a truck.
Other Off-Road SUVs to Consider
If your heart is set on an off-road SUV, also consider the Jeep Wrangler. It’s the car reviewers compare the Xterra to most often. It costs about the same as the Xterra.
It starts at about $4,000 more than the Xterra, but has a much more comfortable interior, much better fuel economy and trucky styling that may appeal to Xterra shoppers.
Details: Nissan Xterra
The Xterra comes in several trims -- X, S, PRO-4X and SE. Other than the new off-road trim, the Xterra is little-changed for 2011.
With more off road options than any other Xterra, this package is aimed directly at the SUV’s ideal demographic, even if plenty of owners are strictly pavement pounders.
Initially introduced for the 2000 model year, the original Xterra was basically a four-door SUV version of the Nissan Frontier. The PRO-4X package tosses in Bilstein off road struts, an electronically-locking rear differential, hill descent control, hill start assist and a pair of off road-only driving lamps mounted on the roof. Only available on four-wheel-drive models, it adds around $1,500 to the Xterra’s bottom line. Priced below the similarly rugged Toyota 4Runner and more dapper Jeep Grand Cherokee, the Xterra’s biggest rival is probably the Jeep Wrangler Unlimited hardtop. No other moderately-priced hardtop SUV rival aside from the 4Runner Trail is available with a locking rear differential, a must-have for serious off roading.
Since it was first introduced, the Xterra has offered a unique roof line and a massive roof rack, both of which dominate its appearance from the beltline up. Around back, the bumpers feature integrated steps to help owners access the roof rack and the rear cargo door features a characteristic bulge where an emergency first aid kit is contained inside.
Big BFGoodrich tires with PRO-4X exclusive-alloy wheels finish the look.
Nissan says that the Xterra’s rugged cabin is intentionally spartan and plasticky, an argument somewhat lost on us. A basic Rockford Fosgate audio system and climate control setup takes center stage, while a trio of switches below control stability control, hill descent control and the rear differential lock. Instead of a tug-back transfer case lever, the Nissan Xterra wimps out with a little knob.
Covered in leather thanks to pricey $1,000 package, the front seats were flat and full of lumbar. Manually adjustable, they never felt particularly supportive. Our test Xterra felt rock solid with nary a rattle or squeak despite traversing the roughest trails we could throw at it. The Xterra features Nissan’s smooth 4.0-liter V6. More stable in crosswinds than we expected, the Xterra tracked reasonably well on good pavement. Ride quality isn’t a strong suit; a 106.3-inch wheelbase helps off road maneuverability, but it delivers a buckboard-style bounciness on pavement. Fuel economy also isn’t a strong suit; the EPA rates the Xterra at 15/20 mpg, about par with our measurements. That trails the much larger V8-powered 21 mpg Chevrolet Tahoe, the Leftlane barometer for SUV fuel economy.
With 9.5 inches of minimum ground clearance, the Xterra can tackle pretty much any trail that doesn’t require a specially-prepared off roader. We weren’t exactly impressed with the Rugged Trail tires, which are more rugged looking than they are rugged-gripping, but the Xterra didn’t fail to impress us on our off road course.