2016 Nissan Maxima

2016 Nissan Maxima

Episode 3501
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This week we test the 8th generation Nissan Maxima. And once again Nissan has promised a return of the “four door sports car” driving experience that made Maximas of the early 90s so exciting. This car certainly looks exciting. So let’s see if this Maxima’s excitement runs more than skin deep.

The 2016 Nissan Maxima is one of the most stimulating to see sedans we’ve come across in years. It’s rakish and radical. The sexy sheet metal is supposedly inspired by jets. Now, we haven’t heard that line since the 50’s; regardless it is a looker for sure. 

Nissan’s V-motion design theme sets the deep grille, and is echoed along the rest of the car as well. This Maxima adopts the floating roof look of the Murano, with partially blacked C-pillars, and a fast roof that gives the side glass a chopped appearance. Standard, beefy 18 inch wheels further compress the visual height.

But if you think this means a claustrophobic interior you’re wrong. Space is plentiful, yet still engaging, and a lot more upscale. Now, that doesn’t mean Maxima has gone near-luxury. Nissan feels there is plenty of room for classy materials in mass market mid-size sedans. 

The list of standard features is also impressive, including Nissan Connect with 8.0-inch touchscreen navigation, a 7.0-inch Drive-Assist display in the instrument cluster, remote start, full power seats, and dual-zone climate.

Though oddly enough, only a basic backup camera. Only top-level Platinum trim gets Nissan’s Around View Monitor. A terrific feature you’ll find on a Versa Note for less than 20-grand. SL-trim and above add Forward Emergency Braking which in our low speed barrier test mitigated stopping distances without consistency.

On the plus side the Zero Gravity front seats were as comfy and well bolstered as advertised. Rear seats equally so, and there’s almost full-size car room back here. Storage space? Yep, got plenty of that as well, at 14.3 cubic-ft. 

Any sporty car regardless of how many doors needs invigorating power. Here the new Maxima complies with a familiar 3.5-liter V6. But, with the redesign comes significant updates including GT-R goodies like sodium-filled valves. Horsepower climbs to an even 300; torque remains the same at 261 lb-ft.  

The big downer to still the CVT transmission. But, it’s also upgraded and tightened up for better response, and thankfully, quieter operation. Shift paddles are nice and big; and are intelligently mounted on the steering column, not on the wheel.  

So, the question remains. Can this front driver live up to its 4DSC hype? That’s a hard thing to do. We found the new Maxima drives solid. At a decent clip it remains very flat through corners, and overall feels light on its feel. Indeed, 82-lbs. has been shaved from the previous car. 

To get the full experience, opt for the SR model with its unique dampers and larger front stabilizer bar. As well as an Integrated Dynamic-control Module with Active Ride Control. 

We navigated the cones quickly, with sharp turn-ins and a firm feel to the wheel. Braking is undramatic, 60 to 0 in 125 feet. That’s fine, if not as short as we’d like.

Still, at this point, are we starting to be believers? Yep! But acceleration runs made us back off a bit. As one test driver put it, “the engine is willin’, but the trans is illin’”

The Maxima jumped off the line quickly, hitting 60 in 6.1-seconds. 2/10ths quicker than last gen. But after simulating a shift to second, there were awkward power surges that had our car torque steering down the track. Still the full ¼-mile went by fast at 14.3-seconds at 102 miles-per-hour. Now Nissan, give us a non-rubber band tranny and we’ll buy in completely. 

New to the Maxima this year are selectable driving modes; with Sport quickening throttle response and steering, as well as adjusting the tuning of the CVT and the Active Sound Enhancement system.

Out on the road, whether you believe it is a true sport sedan or not, it sure feels like one when you’re behind the wheel. You sit very low, and the thick steering wheel feels great in your hands.

Few standalone options are available with five trim levels starting at $33,235. This SR starts at $38,495.

OK, it’s time to put up or shut up.

Does the 2016 Nissan Maxima deserve the “Four Door Sports Car” label? It’s certainly exciting inside and out, and with the exception of the CVT, an impressive performer for its size, sitting far above the typical mid-size family car class. So, we give it a qualified “yes”. But without reservations, it is the best Maxima, and the best Nissan badged sedan, we’ve ever driven.   

Specifications

  • Engine: 3.5-liter V6
  • Horsepower: 300
  • Torque: 261 lb-ft.
  • 0-60 mph: 6.1 seconds
  • 1/4 mile: 14.3 seconds @ 102 mph
2025 Nissan Kicks 18

2025 Nissan Kicks

More Kicks To Kick Around In

Episode 4436
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.

SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.

What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.

2025 Nissan Kicks 11
2025 Nissan Kicks 7
2025 Nissan Kicks 10
2025 Nissan Kicks 8
2025 Nissan Kicks 9
2025 Nissan Kicks 2
2025 Nissan Kicks 6
2025 Nissan Kicks 5
2025 Nissan Kicks 4
2025 Nissan Kicks 3
2025 Nissan Kicks 112025 Nissan Kicks 72025 Nissan Kicks 102025 Nissan Kicks 82025 Nissan Kicks 92025 Nissan Kicks 22025 Nissan Kicks 62025 Nissan Kicks 52025 Nissan Kicks 42025 Nissan Kicks 3

This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.

Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.

There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.

Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.

All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.

2025 Nissan Kicks 17
2025 Nissan Kicks 16
2025 Nissan Kicks 12
2025 Nissan Kicks 13
2025 Nissan Kicks 14
2025 Nissan Kicks 15
2025 Nissan Kicks 172025 Nissan Kicks 162025 Nissan Kicks 122025 Nissan Kicks 132025 Nissan Kicks 142025 Nissan Kicks 15

Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.

Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.

The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!

Specifications

As Tested

  • Engine: NA 2.0-liter I-4
  • Transmission: CVT
  • Horsepower: 141
  • Torque: 140 lb-ft.
  • EPA: 27 City | 34 Highway | 30 Combined
  • 0-60 mph: 10.7 seconds
  • 1/4 Mile: 18.0 seconds at 78 mph
  • Braking, 60-0 (avg.): 106 feet
  • MW Fuel Economy: 30.4 mpg
2025 BMW M5 29

2025 BMW M5

M5 Puts on Weight And Plugs Into A Whole New Level Of Performance

Episode 4435
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

BMW has been powering the very definition of what it means to be a sport sedan for decades, with the M5 constantly pushing the boundaries of what is possible in a luxury-minded midsize four-door. Well these days, most boundary pushing involves electrification. So, time for us to plug into a new level of performance from BMW!

Don’t worry, the M5 has not gone all-electric. There’s still a powerful gas-burning V8 cranking away under the hood; but for the 2025 version of the M5, BMW somehow managed to shove an entire EV’s worth of performance right alongside it.

The Competition version of the last M5 made 617 horsepower with a 4.4-liter twin-turbo V8. That free-revving 4.4-liter makes a return here, although now it’s working with “just” 577 horsepower. But by integrating a 145-kW electric motor into the M5’s eight-speed M Steptronic transmission there’s now a total output of 717 horsepower, exactly 100 more, with a 738 lb-ft. sledgehammer of torque, all of it arriving with EV-like immediacy. Throw in a 14.8-kWh battery, which is big enough for delivering 27 miles of EV driving, and standard all-wheel drive, and there’s a significant weight penalty to pay here, something we don’t always like in our sport sedans.

2025 BMW M5 11
2025 BMW M5 10
2025 BMW M5 12
2025 BMW M5 2
2025 BMW M5 9
2025 BMW M5 8
2025 BMW M5 7
2025 BMW M5 6
2025 BMW M5 3
2025 BMW M5 4
2025 BMW M5 5
2025 BMW M5 13
2025 BMW M5 14
2025 BMW M5 112025 BMW M5 102025 BMW M5 122025 BMW M5 22025 BMW M5 92025 BMW M5 82025 BMW M5 72025 BMW M5 62025 BMW M5 32025 BMW M5 42025 BMW M5 52025 BMW M5 132025 BMW M5 14

But there’s more than enough power to make it disappear, as “get you in trouble” speed arrives almost immediately, yet the M5 feels so smooth you really have to closely pay attention to the speedometer. And at our Mason Dixon track it was sheer brutality, with the most insane launches we’ve ever experienced in a BMW.

Launch control was easy to engage and worked flawlessly run after run, unleashing a full onslaught of power to all four wheels that had them all struggling for grip. It was a real handful trying to keep it pointed in a straight line for the first 50 feet or so, but just as quickly it seemed to lock its radar on the track’s finish line and did all it could to get there as fast as inhumanly possible. We could feel heavy bolts of EV-style propulsion off the line, with increasing amounts of engine power taking over as we got moving, hitting 60 in 3.1 seconds and clearing the quarter-mile in 11.1 seconds at 129 mph. Shifts in the eight-speed automatic were fast and hard with no interruption in power delivery, as this 5,400-lbs. beast streaked down the track.

With the most insane launches we’ve ever experienced in a BMW.

We won’t go so far as to say that weight disappears in handling situations, you know it’s there; but instead of holding you back, it just seems to effectively push the tires into the pavement that much more, creating so much grip that we could carry very fast speeds through our cone course without any drama at all, and the M5 not really even breaking a sweat. They still haven’t been able to engineer much steering feel back into the equation, but making this wide-bodied monster feel like a nimble sport sedan was probably a much more impressive engineering feat. Strong initial bite, firm pedal feel, no fade; all make for great brakes, and a good average stopping distance of 115 feet from 60. That was with the standard M Compound brake setup behind 20- and 21-inch wheels, carbon discs are an option.

2025 BMW M5 27
2025 BMW M5 20
2025 BMW M5 16
2025 BMW M5 15
2025 BMW M5 1
2025 BMW M5 17
2025 BMW M5 24
2025 BMW M5 23
2025 BMW M5 28
2025 BMW M5 22
2025 BMW M5 25
2025 BMW M5 26
2025 BMW M5 18
2025 BMW M5 19
2025 BMW M5 272025 BMW M5 202025 BMW M5 162025 BMW M5 152025 BMW M5 12025 BMW M5 172025 BMW M5 242025 BMW M5 232025 BMW M5 282025 BMW M5 222025 BMW M5 252025 BMW M5 262025 BMW M5 182025 BMW M5 19

BMW insists on getting quirkier with exterior design, maintaining traditions like their twin kidney grille, yet incorporating LED lighting into it. The low, wide stance along with all of the added carbon fiber for the rear spoiler, side mirrors, and even roof, definitely portray a serious nature.

Plenty of luxury inside, yet with carbon fiber everywhere, and M logos and M buttons that seem to be calling you to a different mission. The overwhelming amount of ambient lighting can be a bit much.

Government Fuel Economy Ratings are 50 Combined for MPGe, 14 Combined with strictly gas. We obviously spent more time hammering around than plugging in as we averaged just 13.9 mpg of Premium. M5 Sedan pricing starts at $123,275.

The BMW M5 has been powering our high-performance dreams for 40 years. And over these seven generations, BMW has continued to slowly turn up the heat on the boiling pot of technology, introducing more and more of it, kinda hoping that no one will notice. It’s hard to argue with their process as it has made for some truly remarkable sport sedans. But there’s no missing the electric propulsion here, and there’s also no denying that BMW has created yet another splendid sport sedan, and another fantastic M5.

Specifications

As Tested

  • Engine: 4.4-liter twin-turbo V8
  • Transmission: 8-speed automatic
  • Horsepower: 717
  • Torque: 738 lb-ft.
  • EPA (Combined): 50 MPGe | 14 MPG
  • 0-60 mph: 3.1 seconds
  • 1/4 Mile: 11.1 seconds at 129 mph
  • Braking, 60-0 (avg.): 115 feet
  • MW Fuel Economy: 13.9 MPG (Premium)