2016 Nissan Titan XD: First Drive

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By Aaron Bragman

The full-size pickup truck market is a tough one to crack. Unless you've been there from the beginning, like Ford, GM and Dodge (now Ram), getting your foot in the door with passionately loyal buyers is tough — and keeping it there is even tougher. Having the right product certainly helps, and Nissan is convinced that the all-new 2016 Titan XD pickup is not only the right product, but is something the industry hasn't seen before — a heavy light-duty pickup. Or is it a light heavy-duty pickup? If you ask the U.S. government, it would say it's an HD — it has a gross vehicle weight above 8,500 pounds. But if you try and match it up with other crew-cab diesel three-quarter-ton trucks, you'll find it's not quite as beefy — they all have GVW ratings around 10,000 pounds, and towing capacities at or near 14,000 pounds, well above the new Titan XD's 12,314-pound maximum tow rating.

Note that there will also be a non-XD version of the Titan, an actual half-ton light-duty truck (on a completely different frame) almost 20 inches shorter, expected sometime in 2016.

So what, then, has Nissan concocted with the XD version? The company says that it's a light-duty truck for people who want to occasionally have the benefit of a heavy-duty, or if you like, a heavy-duty truck without the hefty price tag (or hefty capacities) of a heavy-duty. Regardless of how you classify it, all we know is that after driving a few examples around the outskirts of Scottsdale, Ariz., for a few days, we're seriously impressed with what Nissan has created.

Exterior

The styling is perhaps the new Titan XD's weakest point, but we're told the coming half-ton looks a little different up front from the truck seen here. Almost universally, people think the XD looks like the latest Ford F-Series, and they're not wrong. Admittedly it's not easy to differentiate between brands when you've got a standard two-box design to work with across all pickups, but I miss the distinctively sleek lines of the old Titan's sweeping roofline arc and chiseled fenders. The new Titan XD looks gawky and oddly curvy, almost what you'd expect a Chinese copy of a Ford F-150 to look like. The headlights are big and the grille is big-truck prominent, but the truck doesn't stand out at all, from any angle.

Under the Hood

But the Titan XD redeems itself from behind the wheel, providing a truly refined, quiet, comfortable experience whether completely empty or loaded for bear. It starts with the new Cummins turbo-diesel 5.0-liter V-8 engine, a clean-sheet design making 310 horsepower and 555 pounds-feet of torque. It's mated to a heavy-duty Aisin six-speed automatic transmission and an American Axle rear-end, available with an electronic locking differential. It's a highly advanced diesel engine, using a two-stage turbocharger system that helps to deliver a mountain of torque much lower in the rev range (peak torque is at 1,600 rpm) than a comparable gasoline engine. It's extremely well matched to the six-speed automatic, with no clunky shifts, banging gear changes or any other form of unpleasantness. It's far more tractable, quiet and flat-out usable than any of the other heavy-duty diesel engines found in competing HD trucks, and is more comparable in its civility to the EcoDiesel 3.0-liter V-6 that Fiat Chrysler Automobiles puts in the Ram 1500 and Jeep Grand Cherokee. The Nissan Cummins engine is extremely quiet, never lacks for grunt and helps the Titan XD drive like a half-ton luxury truck instead of a heavy-duty work model.

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Compared with "full" heavy-duty trucks, the XD's ride and handling are also extremely well done, with the Titan XD providing a surprisingly quiet environment thanks to judicious use of insulation and laminated glass. Wind noise is impressively absent even at highway speeds, with only a whisper of turbulence coming from the big towing mirrors. The truck's steering is solid and not the least bit floaty, with excellent rock-solid on-center feel and a natural progression to turn-in that generates plenty of confidence. The truck drives so well and so quietly that you'll easily find yourself exceeding speed limits without intentionally doing so — my co-driver on the evaluation drive asked me how fast we were going at one point in the highway drive, and much to my surprise we were traveling 15 mph faster than I thought we were going. The Titan's powerful brakes haul the truck down to a stop easily, exhibiting a firm, communicative pedal feel. Overall, the Titan XD drives like a smaller, more nimble truck, and even the midlevel SL trim I sampled felt luxurious and refined. To say that it's a considerable improvement over the current Titan pickup is an unqualified understatement.

When comparing the Titan XD against a typical half-ton pickup, be it the Ram, F-150 or Silverado, you will definitely feel the added mass and around-town driving feel in the new Nissan. The heavier frame and axles, and the fact that the turbo-diesel powertrain is several hundred pounds heavier than anything the half-ton segment offers is likely to scare off buyers looking for their pickup to drive like a car or SUV. The XD is definitely meant for payload hauling and trailer towing for those not quite ready to make the bigger trade-offs necessary when opting for the more work-duty three-quarter-ton pickup. Still, make no mistake: If you spend your time driving around town empty, transporting people and groceries for most of the week, you might want to wait for the half-ton Titan expected sometime next year.

How It Tows

We did some trailer towing with the new "tweener" just northeast of Phoenix, up and over Mount Ord. For this part of the drive event, we had a properly equipped Titan XD — which means split mirrors, integrated trailer brake controller and trailer-sway control — with a 9,500-pound enclosed double-axle trailer behind us to give an idea of how well the combination could climb and descend steep inclines. We should note our trailer had a weight-distributing hitch with close to 900 pounds of tongue weight on the rear bumper hitch, and we're guessing most of the load in the trailer was positioned just over the front trailer axle — in short, this was a perfectly balanced setup.

Regardless, the Titan XD pulled the load up the few miles of climb with confidence and strength, without a hint of hesitation. The throttle response and low-end torque, not to mention the rear stabilizer bar and sturdy leaf-spring rear suspension, combined to make the pull up the hill simple and comfortable. And with the Tow/Haul mode engaged (found at the end of the column shifter stalk), the transmission did an excellent job of keeping the proper gear in the strongest part of the rpm range. We also like the fact Nissan included a fast-acting manual thumb-shifting provision on the stalk of the column shifter that allows drivers to drop or climb another gear if they choose.

On our steep downhill section of Mount Ord, when the weight of our trailer wanted to do more pushing from behind, we thought we were going to miss not having a dedicated exhaust brake to keep things controlled, but Nissan engineers have tuned the Aisin six-speed well for these situations, making it smart enough to know when it needs to smoothly downshift as speeds start climbing. And like other grade-braking software programs, a simple tap on the brakes allows the transmission to quickly drop a gear to maintain a more controlled speed. Oddly, Nissan continues to use the smallish split-level carryover towing mirrors on the Titan XD, but we're guessing that will be upgraded down the road as well.

Likewise, we're a little disappointed Nissan didn't tie the grade-braking into the cruise control (as with most systems, anytime you touch the brakes it disengages cruise control), but we were told that could be something it would modify later if a dedicated exhaust brake is included. Our only other quibble with the Titan XD is that it will be offered with only a 26-gallon fuel tank, which means a shorter tank range and more fuel stops when towing a heavy load over long distances.

How It Goes Off-Road

We also took a Titan XD PRO-4X (the most capable off-road version) to a local off-road area where the trails were rutted, steep and full of nasty rocks. All PRO-4X packages come with a sturdy front skid plate, 275/65R18 all-terrain tires, a heavy-duty transfer case (with a 2.72:1 low range) and a push-button electronic locking rear differential.

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Engaging the Titan XD's low range is a simple procedure, turning the switch from 4x4 High to 4x4 Low with the transmission in Neutral. Once you hear the "clunk" and the drivetrain icon appears in the information cluster with all four wheels lit up, you're ready to go. Although we didn't air down our tires, all that low-end torque from the Cummins and gearing advantage allowed us to climb up and over some horribly rutted, off-camber ravines and walk up several sections of trail we would have needed climbing gear to get up. Although the nose of the pickup is a bit long (not a great approach angle), it is good that the PRO-4X trim does not include the lower air dam (standard on all other models).

We especially liked the fact that the PRO-4X offers a 360-degree camera that allows the driver to scroll between several views to scout out dangerous debris that might be out of the line of sight. Make no mistake, the hood and overall size of this truck are large, and nowhere is that more obvious than on a remote trail, but with the 360-degree camera — which we found shuts off around 5 mph — crawling a tricky 4x4 trail is a much safer exercise. In fact, we found the right-front-tire view screen (normally invisible to the driver) saved our butts from trouble several times.

We made it through some of the nastiest sections of the dry and rocky trails (typically navigated, we're told, by smaller and shorter-wheelbase off-roaders) without much trouble but did hear some front scraping and rear-end dragging due to our truck's physical size (and weight). Still, with more than 8 inches of ground clearance at the front differential (and much more than that at many other points) and the inclusion of a locking rear differential, it's hard to imagine there are going to be many places a truck this capable is going to get stuck.

Interior

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If the Titan XD's exterior styling reminds you of a Ford F-150, the interior will almost certainly appear as a Ram 1500, and again, you'd be right. Climb up into the Titan XD's cabin and you've got decent visibility to the sides and rear, but the view forward is similar to GM's pickups — a short windshield and low roof makes for a bunkerlike view over the hood. Seating position also feels limited in its variation — the power tilt-and-telescoping steering wheel in my SL test model couldn't be raised as far as one would expect, and the power driver's seat didn't extend back as far as I'd have liked. Longer-legged drivers or those of more ample girth may not find the Titan XD's cabin to be as comfortable as others. Backseat room is plentiful but again doesn't feel as big as competitors like the Ram 1500 Quad Cab or the Toyota Tundra CrewMax.

Materials in the Titan XD's interior are fully competitive with the best in the business; they are easily as nice as the Ram or Ford offerings in terms of assembly and tactile quality. Buttons and knobs seem lifted directly from Nissan's parts bin, which is fine given that they all felt solid and expensive, if not terribly big — something that might be an issue for anyone wearing work gloves on a job site. The multimedia and navigation systems in higher level trims are still a generation or two behind what other automakers are offering — it may be primitive, but I have to admit that it worked well for most uses. Its only true oddity: It lacks a play/pause button when playing music from a plugged-in smartphone. When it comes to multimedia systems in big pickups, Ram still has the advantage with its dead-simple Uconnect system, but Ford's next-generation Sync3 is a close second.

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Titan XD Versus the Competition

Nissan had a few competitor vehicles on hand to compare with the Titan XD: a GMC Sierra 2500HD, a Chevrolet Silverado 2500HD and a Ford F-250 Super Duty. Putting all of them back-to-back on a mild off-road course that consisted of dirt, rocks, ruts, some mild bumps, ditches and culverts was an excellent way to see how the Titan XD stacked up against some of the three-quarter-ton trucks (the Ram 2500 was notably absent) in terms of refinement, noise and comfort. Those competitors are rated to tow and haul more than the Titan XD, but each of them also had a distinctly more primitive, industrial feel to them as well. None of them were as well damped or quiet as the Titan, although the Chevy comes close in terms of its chassis dynamics over the rough stuff.

In the end, we're left with an exceptionally good partial-HD pickup that surprised everyone with its refinement, quietness, comfort and capabilities. We're still not sold on the idea that there are 100,000 potential unsatisfied customers out there who want a truck that fits in between the F-150 and F-250, but if there are, Nissan has crafted an intriguing idea for them. It gives us hope for the new light-duty Titan, which is going to be shorter by nearly 20 inches, according to Nissan, and should be considerably lighter. A gasoline V-8 engine will be coming for the XD that will be shared with the light-duty Titan, which will also get a V-6 engine. Given how well the Titan XD performs, we're excited to see the half-ton coming sometime in 2016.

Cars.com photos by Aaron Bragman, Mark Williams

 

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Comments

It might be a huge hit. Wonder how long it will last until the new Toyota Tundra will be presented with the same Cuimmins engine? NAIAS ? For sure Cummins wouldn´t have spent so much in the production of this engine if there wasn´t more customers on the hook.

Congratulations till Nissan being the first.

Too bad it's SO ugly. Would rather drive something else.

# jack

I find the front masculine but the man to pose in front of the car must be at least 6 ft 5.

This could be a nice truck but that thing is BUTT UGLY. Its a mixture of Ford, GM, and Ram all rolled into one and they rolled it the wrong way. Terrible.

This is the beginning of the end for the Ram 1500 Eco-spaghetti diesel. And it's going to eat into the sales of a lot
of 3/4 ton diesels that customers were forced to buy more
out of lack of choice then need.

My guess is that Nissan is going to sell an absolute s* load
of these things and that with 2-3 years, the entire 1/2 ton
market will be turned upside down. And you can stick a fork
in Ford's 45k beer can. It's one thing to make a small
aluminum body for a Range Rover. An American pickup
is another story. We shall see.....
( and Cummins can take a bow as well....)

My prediction is that Nissan will never sell in a year what GM or Ford sells in a month.
There is absolutely no reason to buy this parts bin miss match over any 2500HD. Not capability wise. Most likely not value wise. Not dependability wise. Most definitely not looks wise! Few idiots will buy it for Cummins reasons.
And somebody please remind Nissan that silver painted interior plastics are not cool in 2016.

I do believe the aluminum deal is old news now as Ford is selling them like hotcakes. Try something else for a change.

Check out that pre 80ish back bumper lol!

The Aisin transmission in the Ram is also much more aggressive at downshifting than the 68RFE, so I'm not sure the credit belongs to Nissan for that. Interesting they didn't offer a Ram 2500 to compare, which I think rides really well unloaded. I just wish Ram offered the 900 lb-ft and Aisin tranny in the 2500 standard (even though 800 is more than enough).

As with the first Nissan Titan it will certainly Shake up the Truck market. If it's recent clean sweep of the Texas truck awards are any indication I can see Nissan selling
10k units per year that it has projected for the XD
or 10% of the over all sales of Titans.
I see no problem with them selling that.
The first Titan had a much more ground shaking launch.
Though the XD brings many firsts to the 1/2 ton market,
For those who need to tow heavy loads and want a truck that handles like a 1/2. As With the first Titan back in 2004
This particular Titan the XD is purpose built.
I suspect the big hitters will be the V8 and v6 gas model titans yet to come. They may well be the main event titans
One thing that is a certainty is that Nissan will sell a lot more Titans than they did before, which company will give up sales to the Titan I suspect they all will.Looks are subjective I found it to be a very nice looking truck in person. IF Nissan baked in the reliability of it's previous trucks I would say the 3/4 ton crowd are in for a treat finally. Myself I may well trade in my 1988 Pathfinder for a Regular Titan .Though I would hate to part with such a reliable and well put together old friend.

As with the first Nissan Titan it will certainly Shake up the Truck market. If it's recent clean sweep of the Texas truck awards are any indication I can see Nissan selling
10k units per year that it has projected for the XD
or 10% of the over all sales of Titans.
I see no problem with them selling that.
The first Titan had a much more ground shaking launch.
Though the XD brings many firsts to the 1/2 ton market,
For those who need to tow heavy loads and want a truck that handles like a 1/2. As With the first Titan back in 2004
This particular Titan the XD is purpose built.
I suspect the big hitters will be the V8 and v6 gas model titans yet to come. They may well be the main event titans
One thing that is a certainty is that Nissan will sell a lot more Titans than they did before, which company will give up sales to the Titan I suspect they all will.Looks are subjective I found it to be a very nice looking truck in person. IF Nissan baked in the reliability of it's previous trucks I would say the 3/4 ton crowd are in for a treat finally. Myself I may well trade in my 1988 Pathfinder for a Regular Titan .Though I would hate to part with such a reliable and well put together old friend.

My prediction is that Nissan will never sell in a year what GM or Ford sells in a month.
There is absolutely no reason to buy this parts bin miss match over any 2500HD. Not capability wise. Most likely not value wise. Not dependability wise. Most definitely not looks wise! Few idiots will buy it for Cummins reasons.
And somebody please remind Nissan that silver painted interior plastics are not cool in 2016.
Posted by: Gregory J. | Nov 15, 2015 8:50:45 AM

Well said. I said something similar many months ago but got bashed. It turned out we are right. This is not a true HD competitor.

Sounds like a great truck with an awesome engine. Exterior is not easy on the eyes though (subjective of course).

The Titan apears competitive in build and design.

Remember, for every Titan sold is one less light HD by one of the Big Three.

Since, Ford has the biggest chunk of the light HD market, Ford will take the biggest hit.

It's ugly but other than that probably going to be a good truck. I think with the pricing though a lot of people are going to be severely disappointed.

beeBee,
I do think the pricing will be competitive. As I pointed out Nissan are building a large inventory of the XD Titans.

Pricing will be balanced between the production rate and numbers moving off the lots.

If they don't move as well as Nissan would of liked, similar to Ford's problem with the aluminium F-150 the price will drop or like Frod a large inventory of pickups will appear.

"Remember, for every Titan sold is one less light HD by one of the Big Three." I was considering it in place of a half ton but really don't see that it offers any more except the diesel which really does not appeal to me. Most half tons can be ordered to carry as much and tow at least 90% as much. I am just going to stay with gas powered half ton which presumably will cost much less and burn less dollars per mile when the price of fuel and DEF are considered.

"So what, then, has Nissan concocted with the XD version? The company says that it's a light-duty truck for people who want to occasionally have the benefit of a heavy-duty, or if you like, a heavy-duty truck without the hefty price tag (or hefty capacities) of a heavy-duty." The last time a did a price comparison between a half ton and 3/4 ton I was surprised how little the difference was. It was basically about $1,500 plus the diesel if you want that. Unless Nissan sells their diesel for much less than anyone else there will be little motivation not to go with a true 3/4 ton if you need that capacity.

I can see that Diesel V8 going into a lot of Motorhomes as a replacement for the Triton V10.
Cummins has been doing a fair bit of PR about that, suggesting that a few Motorhome manufacturers are going to bring out models with the Diesel V8

Here is the Cummins V8 YouTube video, talking about Motorhome applications
https://m.youtube.com/watch?v=BMYRnTEYVjg


I can see that Diesel V8 going into a lot of Motorhomes as a replacement for the Triton V10.
Cummins has been doing a fair bit of PR about that, suggesting that a few Motorhome manufacturers are going to bring out models with the Diesel V8

Posted by: Robert Ryan | Nov 15, 2015 4:50:14 PM

Based on that video it does not seem likely. Their target motorhome is the 28-32' range. That is a smaller class A motorhome. The Ford V10 chassis go up to 39' at 30K GCVW. I also would love to see that engine break into the teens with FE like they are claiming. Small 5.9L Cummins and 6.7L pushers can break into 11MPG while the Ford V10s are 7mpg to 8. Plus gasoline is cheaper than diesel and no DEF is needed. FYI, if I'm not towing my car my 36' class A with a Ford V10 will get 9MPG. Towing my Escape 8-8.5MPG.

Being this is a FRED target, packaging is needed. RVers do not want a huge dog house between the front seats. I do not know the height of the Cummins with the turbo on top with the EGR cooler but you need air space for circulation. FREDS have been built before and had a very small market share. I have to believe the torque will be nice but price range for a diesel option is not really in high demand in a smaller entry level class A's they are talking about.

with me, if I was to venture into a diesel over my gas I would be looking at a pusher and not a FRED. The chassis are more robust with a very high GCVW. The engine is in the back so you have virtually no noise up front. No dog house between the front seats so there is more usable space. The only way this will work is if they price the chassis the same as the V10 chassis. But there will still be some higher cost because now you added a higher price tag because you now need a diesel generator vs a more common Onan gasser.

Will they sell, yes they will. Will it kill the Ford F53 chassis, not likely.

Everyone acts as if this is a revolutionary concept......hello people! - this is just a heavy half and these have been produced by other manufacturers in the past. Most recently, GM made 1500HD Silverado trucks and Dodge made the RAM 1500 Mega Cab trucks. These were heavy halfs just like the Titan XD and a 2500 (3/4 ton) truck is not a good comparison to them.

Redesign the front end, make the top of the windshield a couple inches higher and get rid of the ugly camaro like gauge surrounds and it wouldn't be a bad lookin truck

The Sl is the best looking one, still ugly imo. Does it have the same Aisin trams as the ram 3500 has?

When we can get 10-15k off Ram, GM and Ford all day long in the HD space with proven engine/tranny, suspension and proven resale value, why would anyone with half a brain risk on this butt ugly duckling?

I would even pick the new super doo doo over this bird.

Notice they didn't have the RAM 2500 there, that's because its the best 2500 truck, megacab, cummins, coils in the rear, ram box, power wagon.

Id pick a GMC Sierra Denali 2500 or RAM Mega over this turd all day long.

Big al is an idiot. Can't even spell my name right. Let alone make a decent comment on pickups.

"Based on that video it does not seem likely. Their target motorhome is the 28-32' range. That is a smaller class A motorhome."
You got it in one. The smaller Gas Class A's and the Class C rigs that use the V10. Many others builders using different chassis and this Cummins, would widen the market in the Gas A and Class C market

General Motors flipped a coin and bet that the North American truck buyer wants a mid-size, Nissan disagreed.

So far the GM trucks are selling well and getting good reviews. The Nissan is an exciting development and their selection of the 5.0 Cummins is sounding smarter all the time. The idea of a beefy half ton doesn't bother me at all.

You got it in one. The smaller Gas Class A's and the Class C rigs that use the V10. Many others builders using different chassis and this Cummins, would widen the market in the Gas A and Class C market


Posted by: Robert Ryan | Nov 15, 2015 9:39:39 PM

Who are these companies that are out right now in a FRED? Class C is limited to Ford E series with the most on the market then you have some Chevy van chassis if they are available now, sprinter, promaster, and Ford transit. Gas class A is Ford only now that I'm aware of. Workhorse used to be used but they have switched owners almost as much as Ram. Not sure if they are getting back into motorhome or not.

Class A pushers used Cummins 6.7 and up. Not many other options for engine choice for pushers now. Maybe Detroit and international.

If you can get this engine in a FRED in the 34-39' range it will offer a good alternative to gas. It needs to be competitive in pricing though and a doghouse that is not very intrusive.

If there was no Cummins, this truck simply would not sell. Cummins is the ONLY exciting thing about this truck. Cummins is well invested, therefore I believe there will be several other applications for this power plant.

"are these companies that are out right now in a FRED? Class C is limited to Ford E series with the most on the market then you have some Chevy van chassis if they are available now, sprinter, promaster, "

Chevy van? It is less capable than the Ford E. No you have the Sprinter replacing the old Ford E,s in Class C, Even companies who have not built C's before are coming out with Sprinter Class C's FRED Class A's that is what the current Ford V10 basically is
The Cummins will replace, that gas hog the V10 Ford. You need a more capable engine , which Cummins has built
Current Ford E's handle like Garbage trucks, not great for your average retiree, so many are going to Promaster, Sprinter better
All over

"If you can get this engine in a FRED in the 34-39' range it will offer a good alternative to gas. It needs to be competitive in pricing though and a doghouse that is not very intrusive"

Currently Cummins has said it will be in Class A's up to 32 ft, but I see it replacing the Ford totally, as that is what it was designed to do.
About 34-39ft 6.7 Cummins better.

LMAO/DenverMike,
The ISV is the ideal subsitute engine for the antiquated Frod V10.

It's far more economical to run, more reliable and is most likely around the same weight, give or take a little.

The Titan will be Cummins largest consumer of the ISV.

I do think the bottom end of the HD market is a little nervous about this vehicle.

It seems the people who comment on this site are so wrapped up in bigger is better sooner or later will realise that just be bigger doesn't translate into better.

Is an upsized Big Mac meal better?

The Titan will be priced less than the heavier aluminium Frod F-150 and this is a vehicle with a diesel!

Good work Nissan. I do hope Nissan does a good job on the Frontier as well.

Fat Albert you don't have a clue on the efficiency and reliability of the new Cummins. No one really does. The V10 has a long track record in the motorhome world and commercial world as a workhorse that is very reliable for hundreds of thousands of miles. You find these engines in many newer ambulances with a great track record. I have a personal friend that works for an EMS company and their V10 E series have 300k on most of them with no engine work. Again, Fat Albert you are a tool that does not have a clue. When the Cummins is out for 5 or more years then you can compare reliability to the V10.

This truck in current XD format has a 5.5 box and crappy cargo capacity.
Anyone saying that those sort of things don't matter either do not know the truck market or don't need a truck.

This truck may do everything it is supposed to do well BUT this truck misses the mark for its main selling feature. The advantage a diesel truck has for towing and hauling.

If this truck is towing its rated max one will need to leave passengers at home and keep the box empty. If one tows the average stated by GM i.e. 9,000 lbs you will have room for a family of four and pets but not much else.

ANY I repeat ANY HD 3/4 ton will do a better job than this truck for the simple reason that they have more tow capacity and definitely more cargo capacity.

This is a 1/2 ton spec truck that wants to play with the big boys.

I'll take a Chevy Duramax/Allison crew 4x4 over this any day of the week.

If I want a 1/2 ton I'll take a Chevy or Ford over this any day of the week.

This truck misses the mark because it is a class 2b truck with class 1 and 2a capacities.
Case in point - Colorado/Canyon can carry 1500-1800 lbs.
Ford and GM 1/2 tons can tow almost as much as this.

I am amazed the Fred Diaz the former CEO of Ram signed off on this. Perhaps the fact that he is the FORMER CEO of Ram says it all.

@LMAO -
"The ISV is the ideal subsitute engine for the antiquated Frod V10."
The problem is the fact that this engine is in a Nissan with poor cargo capacities.
The problem is BARFo is barking up the wrong tree. RV upfitters will use this engine IF it happens to be in a chassis that can be ordered with this as an option. If a Ford chassis is being used a V10 or a PowerStroke are the options.
One again BARFo is showing his unbridled of Ford.

"The Titan will be Cummins largest consumer of the ISV."
This engine is used in commercial applications. I'm willing to bet that school bus and RV chassis cab units will sell more units per yeat than Titan.

The Titan will be priced less than the heavier aluminium Frod F-150 and this is a vehicle with a diesel!
Really?
Has Nissan released prices?

@LMAO - do you have any idea where BARFo gets his information from?

I think he needs to pee in a cup. Drug screen anyone?

I bet this truck will give heartburn to RAM and Toyota. Ford's decision to drop the half ton 6.2 may haunt them too.

Fuel is cheap these days and many truck buyers will sacrifice a modest cut in FE to get better towing performance. The major beef with the previous generation Titan, apart from some early sorting out of the rear ends, was FE.

We'll see this truck bring a lot of traffic to Nissan dealerships in the next year.

I bet this truck will give heartburn to RAM and Toyota. Ford's decision to drop the half ton 6.2 may haunt them too.

Posted by: papa jim | Nov 16, 2015 5:18:44 PM

I agree I would have loved to see the F150 continue the use of the 6.2L. I know it did not sell that well but they did sell. That engine is a brute with a great sound. MPG, it could do much better but it is a truck. I could care less about MPG. I drive SUV's, a motorhome, and will not give up my 2 stroke muscle craft jet skis. So fuel cost is of very little concern of mine. I want something that drives, tows, carries stuff well.

What would have been fun is a single cab 4X2 F150 with a 6.2L.

@LMAO -
"The ISV is the ideal subsitute engine for the antiquated Frod V10."
The problem is the fact that this engine is in a Nissan with poor cargo capacities.
The problem is BARFo is barking up the wrong tree. RV upfitters will use this engine IF it happens to be in a chassis that can be ordered with this as an option. If a Ford chassis is being used a V10 or a PowerStroke are the options.
One again BARFo is showing his unbridled of Ford.

Posted by: Lou_BC | Nov 16, 2015 5:04:06 PM

Agreed I believe Fat Albert has lost his marbles. His ramblings have gotten much worse.

When I first seen the HP and TQ numbers for the 5.0L I was expecting much more capabilities than the slight advantage over Ford and GM. I know a lot of people that drive and tow with a 3.5L F150 and they all love the low end power that engine makes when towing. it would be interesting to see how much difference this 5.0L makes when towing. The Nissan does seem to suffer from a lost identity though. It is a 1/2 ton truck with a 3/4 ton weight. I am curious to see how this truck sells. If anything it will be like Ram, it is nothing without the Cummins name on the side.

I am waiting to see Ford release a F53 chassis with the 6.7L. But I do not believe it is in the works for them. A gasser in a class A is packaged semi tightly and I cannot imagine what an emissions diesel would look like. I have seen FREDs with a Maxforce 7 in them and just based on the pictures the dog house looks big. I would like to see how they are packaged.


"The Titan will be Cummins largest consumer of the ISV."
This engine is used in commercial applications. I'm willing to bet that school bus and RV chassis cab units will sell more units per yeat than Titan.

The Titan will be priced less than the heavier aluminium Frod F-150 and this is a vehicle with a diesel!
Really?
Has Nissan released prices?

@LMAO - do you have any idea where BARFo gets his information from?

I think he needs to pee in a cup. Drug screen anyone?

Posted by: Lou_BC | Nov 16, 2015 5:04:06 PM

My concern with the 5.0L is the small RV market they are saying they are trying to get into. The size they mention is 20500lb chassis and less. School bus's with the exception of the short bus's that Fat Albert and Hemi V8 take are a larger chassis. So that is Cummins 6.7L territory. This engine has be much stronger than the market they are aiming at.

papa jim - I do think that this truck will hit Ram more than Ford or GM. The Ecodiesel Ram has much worse capacities than this. The 6.7 Cummins pre- DEF was a pig on fuel so those owners might want to cross-over or Ram owners who have had a lot of durability problems.

I do think that Ford was basing all of their decisions upon high fuel prices. I do think that lighter trucks will help them when marketing trucks to guys who actually pay attention to GVW. That sort of thing does cross over to "poser" types because they tend to be more sensitive to what the "real" truck guys are doing.

https://www.youtube.com/watch?v=D4nfvHV6rJ0

A rather interesting video comparing a 5.0L Titan and a 5.0L F150. It is rather strange that Nissan decided to use Fords 5.0L V8 instead of the max towing engine 3.5L.

It is as ugly as the new Ford but with a better engine.

" Albert you don't have a clue on the efficiency and reliability of the new Cummins. No one really does. The V10 has a long track record in the motorhome world and commercial world as a workhorse that is very"

Unreliable Cummins? Now that is a first.The Cummins was developed to replace the V10 and no doubt it will for builders of Motorhomes.
Sprinters are replacing E Series Ford Vans. Pleasureway who used to have all E Series Vans, now have changed to Sprinters with one Ford E Series or Chevy? left
In fact 85% of Class C builders have gone to Sprinters. Some are moving to Promaster. If you want larger, most going to the Gas Class A's on the Superduuty derivative F53 chassis

This is one of the first to ditch the V10 and go for the Cummins V8
http://tiffinmotorhomes.com/allegro-breeze#specifications_inline

Hmmm...........does the ISV need to prove itself reliable??

This engine has been in use as long as the 3.5 EcoBoob.

A five litre turbo diesel is much more than a replacement for a 6.2 gas V8.

The VM three litre diesel is a V8 replacement engine as is the Duratorq used in my BT50 as it is used in the HD Transits.

You guys must stop drinking all of that gasoline, it appears you have gotten yourself drunk on the stuff.

This is one of the first to ditch the V10 and go for the Cummins V8
http://tiffinmotorhomes.com/allegro-breeze#specifications_inline


Posted by: Robert Ryan | Nov 16, 2015 11:21:57 PM

Ummmmmmm no they are not ditching the Ford chassis. Look at the other motorhomes. The Ford is still right there.

Unreliable Cummins? Now that is a first.The Cummins was developed to replace the V10 and no doubt it will for builders of Motorhomes.
Sprinters are replacing E Series Ford Vans. Pleasureway who used to have all E Series Vans, now have changed to Sprinters with one Ford E Series or Chevy? left
In fact 85% of Class C builders have gone to Sprinters. Some are moving to Promaster. If you want larger, most going to the Gas Class A's on the Superduuty derivative F53 chassis


Posted by: Robert Ryan | Nov 16, 2015 11:16:33 PM

No I did not say it was unreliable. Fast Albert said it was more reliable than the v10. He is just making an uneducated boobed faced statement with nothing to back it up. The V10 has a huge track record for reliability for him to make a ridiculous statement like. Similar to how the GM 8.1L is.

Hmmm...........does the ISV need to prove itself reliable??

This engine has been in use as long as the 3.5 EcoBoob.

A five litre turbo diesel is much more than a replacement for a 6.2 gas V8.

The VM three litre diesel is a V8 replacement engine as is the Duratorq used in my BT50 as it is used in the HD Transits.

You guys must stop drinking all of that gasoline, it appears you have gotten yourself drunk on the stuff.


Posted by: Big Al from Oz | Nov 17, 2015 12:31:12 AM

No different you Fat Albert. You think anything with a diesel is God's give to cars. A Diesel definitely has its place and so does a gasser. You are so high on soot you cannot even think logical. Keep drinking the DEF my friend.

Sprinters are replacing E Series Ford Vans. Pleasureway who used to have all E Series Vans, now have changed to Sprinters with one Ford E Series or Chevy? left
In fact 85% of Class C builders have gone to Sprinters. Some are moving to Promaster. If you want larger, most going to the Gas Class A's on the Superduuty derivative F53 chassis


Posted by: Robert Ryan | Nov 16, 2015 11:16:33 PM

Those are mostly Class B vans. The Ford and Chevy cutaways have a much higher GVW than the sprinter. So Sprinter can handle some smaller class C coach's but not the larger ones with options. I would love to see your stats on 85% of Class C coach's are built on a lighter GVW Sprinter.



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