Fifteen years ago, the Nissan Maxima stood out as a genuinely sporty four-door sedan, offering a thrilling alternative without the hefty price tag or reliability concerns often associated with European luxury cars. As the market became saturated with powerful family vehicles, diluting the Maxima’s unique appeal, Nissan revitalized its game for the 2009 model year. This review dives deep into whether the 2009 Nissan Maxima still holds its ground as a compelling option in the sporty sedan segment.
Performance remains at the heart of the Maxima’s identity, once famously dubbed a “four-door sports car.” Let’s explore what this sedan offers under the hood and on the road.
The engine of the 2009 Nissan Maxima is undeniably impressive, particularly for those upgrading from less powerful daily drivers. The robust VQ-series 3.5-liter V6 engine delivers substantial power, allowing for brisk launches, only subtly restrained by the traction control system. However, the true brilliance of this engine reveals itself in the 25 to 70 mph range. Accelerating in this zone provides an exhilarating sensation of effortlessly overtaking other vehicles, which seem to recede rapidly in the rearview mirror. While some torque steer is noticeable, it remains manageable, even with a single hand on the wheel. The Maxima truly thrives at higher speeds, excelling between 70 and 100 mph. Passing maneuvers at 85 mph feel remarkably effortless, contrasting sharply with the more labored performance of many sub-250 HP cars in similar situations. It’s a shame that speed limits in the US often curtail the enjoyment of this performance potential.
Front view of a silver 2010 Nissan Maxima showcasing its sporty grille and headlights
At cruising speeds, the cabin remains remarkably quiet, with minimal road noise intrusion. Wind noise becomes more apparent at higher velocities, and in the test rental vehicle with 30,000 miles, a faint whistle from the rear was detected. Nissan has effectively dampened engine noise from the exterior, ensuring that the most enjoyable auditory experience remains within the cabin. Despite some reports suggesting a slight reduction in smoothness at the higher rev ranges compared to smaller VQ engines, this particular iteration felt remarkably refined. The VQ engine sounds robust and capable of sustained high-RPM operation. For driving enthusiasts, a slightly more pronounced engine note, both inside and outside the car, would enhance the driving experience.
Prior to evaluating the Maxima, experience with Nissan’s Continuously Variable Transmission (CVT) was limited. This particular CVT, however, left a positive impression. In Drive mode, it mimics a traditional automatic transmission, lacking discernible shift points. It replicates the familiar creep at low speeds and the subtle vibration when stopped in gear. During gentle acceleration, the engine maintains a relaxed 2000 RPM. For typical cruising, it hovers around an even more economical 1200 RPM, emulating the effortless demeanor of a Corvette in a high gear.
This relaxed cruising behavior translates to impressive fuel economy. Another driver reported achieving 28 MPG in mixed driving conditions, encompassing both highway and city driving.
Demanding more power by pressing the accelerator prompts the engine to swiftly rev up to 4500 RPM, gradually climbing towards the redline as the car gains speed. Aggressive driving triggers the system to anticipate a more spirited driving style, holding around 2500 RPM momentarily, even after easing off the throttle. Engaging Sport mode, by shifting the gear selector to the left gate, further accentuates this responsiveness. Sport mode also introduces simulated stepped gear changes within the CVT, a feature that, while intended to mimic a conventional automatic, doesn’t necessarily improve acceleration. Nonetheless, these simulated shifts are executed rapidly. Releasing the accelerator while in a lower simulated gear provides noticeable engine braking, creating a sensation akin to deceleration by a powerful force. While not as directly connected as a true manual transmission, it’s an engaging feature, surpassing the responsiveness of many automated manual transmissions. For personal preference, Drive mode proved so effective that Sport mode felt somewhat redundant. For drivers seeking more manual control over gear selection, the Maxima SV offers optional paddle shifters. However, engaging in spirited driving while manually shifting can divert attention from steering precision, especially at full throttle.
Initial impressions of the brakes were mixed. The brake pedal exhibits a sensitive response at the top of its travel, requiring an adjustment period to achieve consistently smooth stops without abrupt lurches. Compared to a fifth-generation Chevrolet Malibu, the Maxima’s brake pedal feel is considerably more responsive; the Malibu’s pedal demands significantly greater pressure for comparable braking force. Maximum braking power is substantial, with the Anti-lock Braking System (ABS) engaging only under near-maximum braking. A slightly revised brake pedal curve, with reduced initial sensitivity but increased deceleration in the lower pedal travel range, might enhance the driving experience. It’s easy to underutilize the car’s full braking capability due to the initial pedal bite. However, the ABS operation is more refined and effective than that of the Malibu, though perhaps not as seamless as a Porsche Cayenne’s system. These are minor criticisms; overall, the Maxima’s braking performance is commendable for its strength and consistency.
Testing the limits of grip was beyond the scope of this evaluation. The standard Goodyear RS-A tires provide ample grip, exceeding the engine’s power output. On dry pavement, achieving noticeable traction control intervention required full steering lock and maximum throttle application, and even then, it was momentary. Disabling Nissan’s Vehicle Dynamic Control (VDC) stability control system (which also disengages traction control) resulted in marginally quicker launches from a standstill. Handling remained unaffected because driving conditions did not necessitate VDC activation. Drivers inclined towards more aggressive driving might consider deactivating VDC in controlled environments, while for most everyday driving, leaving it engaged is advisable.
Side profile of a blue 2010 Nissan Maxima parked on a city street
Enthusiasts accustomed to the weighty steering feel of true sports cars might find the Maxima’s steering lighter than preferred. The substantial heft found in sport-package BMWs at low speeds is absent in the Maxima. Maneuvering in parking lots is as effortless as driving a classic Buick. This lightness persists up to around 40 mph, after which the steering firms up noticeably, though still remaining slightly lighter than some drivers might desire. This lighter weighting can impart an almost overly eager turn-in response in slower corners. Handling prowess improves as lateral forces increase; the Maxima excels in long, sweeping high-speed curves, where the steering gains more feedback and the car settles into a stable stance. Highway stability is exemplary. While the Maxima might not feel as nimble or overtly sporty as a Nissan G37, this sensation seems more psychological than a limitation of the chassis. The spacious cabin and expansive hood line contribute to a feeling of substantial size, encouraging a more deliberate driving style. For those prioritizing ultimate agility and backroad thrills, more compact and driver-focused options might be more suitable.
Interior quality surpasses expectations, rivaling, if not exceeding, that of a circa-2007 Infiniti FX35. It makes the Pontiac G8’s interior feel comparatively low-rent, a contrast readily apparent even in photographs. The test Maxima featured leather accents and cloth seats with a suede-like texture. While lumbar support wasn’t readily apparent, comfort remained excellent even after an hour of driving, a significant achievement for drivers with back sensitivities. Opting for cloth upholstery over leather is a viable choice, although the cloth material does seem prone to attracting lint.
Front seat side bolstering is noticeably more pronounced than in the Pontiac G8. Where the G8’s seats felt spacious, the Maxima’s seats provide a snugger fit, extending only slightly more than ideal for some. A welcome feature is the low beltline, allowing for comfortable arm placement on the window sill, complemented by a well-positioned center armrest. The rear seats offer ample space for adult passengers. At over six feet tall, setting the driver’s seat for personal comfort still left generous knee room and adequate headroom in the back.
The base Maxima S trim is well-equipped for an entry-level model. Standard features across all S models include a sunroof, power-adjustable driver and passenger seats, a folding rear seat, and an auxiliary stereo input. Much of the Maxima’s value resides in this base configuration; while the SV trim offers optional larger wheels and various gadgets, none are essential for enjoying the core driving experience. With rear-wheel-drive competitors entering the market in the upper $30,000 range, the point of diminishing returns for enthusiast-oriented features is quickly approached.
Interior view of a 2010 Nissan Maxima dashboard and front seats
Photographs often fail to capture the Maxima’s styling effectively. The exaggerated “Coke-bottle” shape of its flanks is considerably more appealing in person, cleverly disguising the car’s size much like a tailored European suit flatters a sprinter’s physique. While it may not evoke the same level of desire as a Ford Mustang or BMW M3, it projects an air of sophistication and upscale appeal that surpasses the more mainstream aesthetics of an Honda Accord or similar sedans. The prominent front grille, while bold, is arguably a less significant styling misstep than the overall design language of Acura’s contemporary lineup. Neither this nor the somewhat awkward rear-end styling detracts significantly from the car’s overall appeal. Visibility from the driver’s seat is slightly compromised by the thick A and C pillars, though not to a degree that impairs driving. The subtle “Vettish” front wheel arches add a touch of understated aggression from the driver’s perspective.
Prior to experiencing the Maxima as a rental car option, it wasn’t even on the consideration list for potential car purchases. However, it has since earned a permanent place in the driveway. This decision is partly attributed to the Maxima’s unique positioning within the market. While several V6-powered sedans, including Nissan’s own Altima, can match the premium ambiance of the Maxima S for a slightly lower price, none quite replicate its combination of speed, style, and sporty character.
Luxury brands offer incremental improvements in performance and sportiness, but often require a significant price jump, exceeding the $30,000 to $35,000 threshold. The most direct competitor is arguably the front-wheel-drive Acura TL, but the Maxima surpasses the TL in terms of performance and styling, while the TL’s advantages are primarily limited to additional features and technology. The TL is also arguably less visually appealing, more cumbersome to drive, and typically more expensive. Similar observations, except for the styling critique, could be made about the Hyundai Genesis. For buyers seeking a blend of driving fun, interior space, and appealing design within a budget of under $30,000, the Maxima S stands as one of the most compelling choices available.
