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Developed, designed and engineered specifically for the North American market, the Nissan Murano was conceived as an alternative to the growing number of look-alike crossover SUVs in the market. Thus, the Murano combines the functional aspects of an SUV with the ride comfort of a sport sedan.

The Murano's unique design is made possible, in part, by the use of Nissan's advanced FF-L (front engine, front-drive) platform, which it shares with the Maxima. The FF-L platform pushes the wheels out to the corners, allowing a long wheelbase and wide stance within a manageable overall length. Along with the platform's inherent handling and performance advantages, it allows greater packaging and styling flexibility.

The exterior is guided by what Nissan calls a "sculpture in motion" theme, including a sporty upswept shaped D-pillar that blends with the rounded rear cargo door to project a very three-dimensional feel. It features "SUV strength" below the beltline and "sport sedan-like openness" above. It certainly is different, something you either like or dislike. We sort of liked it. Nissan was justly criticized in years past for chronically bland styling. Then new management came in and vowed to make some changes. They have. With a vengeance. And the Murano is as good a proof of that as any.

The interior has been designed to provide an abundance of storage and cargo capacity, "first-class seating" for two couples (but it can fit five passengers in a pinch), and ample luggage space. The interior look is very much of a piece with the exterior styling. The seats are specially designed to provide ample roominess and comfort. The driver's seat offers a wide range of adjustability with a standard 4-way power driver's seat (10-way power on SE and SL) including power lumbar along with power adjustable throttle and brake pedals and a tilt steering wheel.

The split fold-down rear seat includes a reclining feature and a remote flip-down function, so the seats can be released from the rear cargo area. Other interior amenities include standard dual zone climate controls and rear air conditioning vents located on the B-pillars.

The instrument panel includes real aluminum trim, an available 225-watt Bose audio system with seven speakers and a standard information monitor, with HVAC, audio, trip control and navigation system (optional) controls integrated into its one-piece "floating" design and satellite radio pre-wiring is standard (satellite radio reception available when properly equipped with antenna and receiver and service activated). Additionally, the Nissan Mobile Entertainment System is available.

The combination of long wheelbase, wide stance and compact rear multi-link suspension design helps create a rear cargo area that offers exceptional room and utility. The Murano's storage systems include a two-tiered lockable center console storage box with room to hold a laptop computer or purse and door pockets with fold-out function. Additional storage areas include a tray and two bins under the cargo floor and spaces in the center console for cell phones, sunglasses, coins, cups and bottles.

The Murano comes in a choice of AWD for enhanced all-weather performance or front-wheel drive. All models come equipped with a standard 3.5-liter DOHC V6 engine, derived from the engine used in the 2005 Altima and Maxima sedans. The engine is rated at 245 horsepower and puts out 246 lb-ft of torque. Performance is good, although not mind-altering. Better yet, fuel economy is decent for an SUV: 20 mpg city/24 mpg highway.

The most interesting feature of the Murano is Nissan's Xtronic CVT (Continuously Variable Transmission). Unlike conventional stepped gear automatics, the new Xtronic CVT operates as essentially "one gear" through use of a belt and two pulleys. By infinitely varying the working diameters of the two pulleys, the transmission eliminates the "steps" between gears, resulting in a smoother, more efficient operation by keeping the engine in its optimum power range under a variety of driving and load conditions. This benefit is especially apparent in long uphill drives where the traditional hunting for the proper gear is virtually eliminated.

Other optional performance features include Vehicle Dynamic Control (VDC), which helps improve vehicle stability by controlling brake pressure and engine torque automatically in understeer, oversteer or slippery road surface conditions, Traction Control System (TCS) and a Tire Pressure Monitor System (included in the Dynamic Control Package).

Ride and handling are very good, thanks to the Murano's four-wheel independent suspension, which includes an advanced multi-link rear suspension, cradle-type front subframe and high-stiffness stabilizer bars. The braking system includes 4-wheel vented disc brakes with Brake Assist (BA) and Electronic Brake force Distribution (EBD).

The 2005 Murano is available in six models — 2WD and AWD S, SL and SE — and several equipment packages. Every Murano comes equipped with the 245-horsepower 3.5-liter V6, Xtronic CVT, 4-wheel disc brakes with ABS, EBD and BA, 4-wheel independent suspension, power rack-and-pinion steering and a 21.7 gallon fuel tank.

Also standard are 18-inch alloy wheels, reclining rear seat backs, dual zone automatic temperature control, AM/FM/CD audio system, power windows with auto up/down feature on front windows, keyless remote entry system, large center console and much more.

The Murano SE model adds a sport-tuned suspension with firmer front/rear springs and struts and shock absorbers, manual shift mode, unique six-spoke sporty alloy wheels, High Intensity Discharge (HID) headlights with manual headlamp levelizer and dark silver lower bumpers.

Optional equipment packages include a Convenience Package (S model only) with ten-way power adjustable seat with power lumbar and seat back pockets, adjustable pedals, roof rails, cargo cover and cargo net. The SL and SE models offer a Premium Package which includes a Bose audio system, adjustable pedals, roof rails, cargo net and cargo cover.

Our test vehicle was a Murano SL with all-wheel drive. The base price was $30,100, plus $580 in destination charges. To that had been added almost ten grand in optional equipment resulting in a final sticker price of just over forty thousand dollars. I have a real problem with loading that much optional equipment onto a vehicle, primarily because you'll never get your money out of it. All vehicles depreciate, but the rate of depreciation is highest for optional equipment. This is the game Detroit used to play. They would advertise base models at absurdly low prices knowing full well that buyers could be talked into loading on the options. It was the Japanese, ironically, who made their reputation back in the 1970s by offering well-equipped standard models with few, if any, extra cost options available.

Having said all that, we did like the Murano. Just not enough to pay forty thousand for one. R&D