Distance: 663km
Date: 12-14 October 2024
Location: Alaska
Up front: In its class, the Armada competes with the Chevy Tahoe and Jeep Wagoneer and it’s the most stylish on the outside. But after having spent time in all three, I found the Armada’s interior lacking. Nissan carried the second generation from 2016 to 2024 and only provided an external facelift. Yes, there’s a bigger infotainment screen and a partial digital dashboard element, but the rev counter and speedo still have the old needles. The seats and wood trim looked like it came from 2008.
While the interior looks dated, the finish is high quality for a higher-end mass market model. All the plastics feel solid, the wood grain looks posh, and leather surfaces are supple. However, the fit isn’t always spot-on; I noticed a misalignment between the dashboard and both front doors on the car I drove.
The steering wheel was busy with buttons, but everything on the centre stack was laid out well. The only problem was a dim backlighting so I couldn’t see what each button was for. There’s a USB-A and a USB-C charging slot as well as a closable wireless charging shelf. Apple CarPlay connected briskly.
In the back: At over $92,000, the loaded Armada has leather seats, two rows of captain chairs with two centre consoles, and illuminated kick plates. If the front looked old, the rear living quarters look even more dated. It feels slightly roomier than the similarly-priced Chevy Tahoe, but doesn’t scream of reliability with electronic gadgets like rear entertainment screens.
Third-row legroom is atrocious for a SUV this size; the passengers sit on the floor. As usual, there’s the dilemma between luggage space and a third row, though you could still stack six carry-on sized bags with the third row up.
The market positioning of the fully-loaded Armada confused me. It’s almost the same product as the Infiniti QX80, which costs significantly more. A discerning buyer who wanted this platform could be satisfied with an Armada SL or Platinum, cannibalizing into Infiniti sales. For the price, one could get a new Audi Q7 or a BMW X7 that just got off a lease. I’d much prefer the German rivals to a Nissan.
Driving: The 400hp 5.6L V8 has plenty of grunt, but it’s also terrible fuel economy. While competent on a highway cruise with a bit of drifting off course, acceleration feels laboured and corners feel floating in his old-school body-on-frame truck. The square form and large rear bumper lip makes it as awkward to navigate as a Spanish flotilla. It’s tough to turn in tight spaces like underground parking lots. The 360-degree camera would’ve been useful if the resolution wasn’t so low.
Since the SUV is so heavy and can tow up to 8,500 pounds, its brakes are soft to start and hard to finish. The best way to bridge this chasm is by getting into manual mode and engine braking. It’s more work than I wanted it to be, so the Jeep and Chevy competition is easier to drive.
I’d recommend it for drivers who need the towing, carrying capacity, off-road capability, and near-luxury interior options. But suburban families can find more space, economy, and comfort in a Chrysler Pacifica.
