Nissan Armada

The twin-turbo V6 is one of the very best facets of this full-sized SUV. It generates prodigious power and responds to throttle input with an athleticism that belies the Armada’s gigantic size. The engine sounds like muted aggression, accented by low, mild turbo sounds with a spooling whir. The effect is subtle but satisfying. Despite our test SL 4WD weighing about 6,000 pounds, the Armada has strong acceleration. It is prompt when moving from a standstill, and the responsive nine-speed transmission ensures the Armada can scoot without hesitation when called for. We don’t think Nissan loyalists will miss the V8 engine.

The Infiniti QX80—the Armada’s upscale twin—boasts an extra 25 horsepower, for 450 total. The difference isn’t noticeable, and that extra horsepower comes at the cost of requiring premium fuel.

This big, boxy vehicle has a ton of rear cargo space. The second- and third-row seats fold to create a flat, slightly slanted surface ideal for an epic warehouse store run or for using an inflatable mattress on a camping expedition. All trims except the SV have convenient power controls at the rear that make it easy to transform the cabin as needed. There is even good space behind the third row when it is in use, suitable for groceries or luggage. The waist-height load floor is high for lifting heavy items. (Versions with the adaptive suspension can be lowered 2-inches when parked.) The adjustable height liftgate is a welcomed feature given the vehicle’s stature, whether for use in a garage or simply being able to reach the button to close it.

The Armada is a very quiet land yacht. Road noise is practically nonexistent, and wind noise is well-suppressed. Despite the large rubber at each corner, tire noise is well-isolated, and the engine has a pleasing and refined sound. The combined effect is that riding in the hushed Armada is a luxurious experience, making it well-suited to enjoying the optional, premium sound system.

Entry into this behemoth is good for both those who can stretch right over the running board and those of shorter stature who benefit from the step. The Platinum Reserve (and Pro-4X) makes the task simpler by lowering the vehicle when parked, using what is known as "kneel mode." Access is further aided by nice, traditional exterior door handles and beefy interior grab handles for hoisting oneself inside.

We expected the rented Platinum Reserve to rival an Infiniti for soft-touch surfaces, stitching, attention to trim details, and general fit, but the team was pleasantly surprised that our own, more modest Armada SL shares many of those same virtues. Even most plastics and cup holders have pleasing textures. Overall, this strengthens the case for not buying a top trim as much of the goodness is available across the line.

The upright and elevated driving position gives a good view of the road over the tall, flat hood. Visibility is limited close to the vehicle, making the 360-degree cameras so valuable on this model. There is plenty of headroom and legs can splay without rubbing. The front bucket seats are like La-Z-Boy chairs: wide, upright, and comfortable for long stretches. Some drivers wished the forward seating edge lowered more to reduce the under-thigh support.

There are some inherent visibility challenges, with the tall hood and thick A-pillars flanking the windshield (especially at their base). This is offset by the clever 360-degree camera views that combine the video feeds from cameras around the vehicle. In particular, there is an invisible hood function that is pitched as aiding off-roading by combining camera and graphics to show through the front end, allowing the driver to see where the tires are placed. The more practical use is when leaving a parking space, ensuring there isn’t a child, pet, or an obstacle in front of the vehicle. There is also a wide front view on SL and higher trims that essentially peer around parked cars and other barriers. The camera modes are readily accessed via a button between the front center vents, where four common controls surround the volume knob.

Drivers of various sizes lauded seat comfort in the Platinum Reserve, noting the cushy padding and nice shape of the seat bottom and back, good side support, and many adjustments. These seats are a standout feature. The perches in the SL were likewise comfortable and supportive, but some drivers missed the additional adjustments.

The second-row captain’s chairs are fairly flat (no doubt to aid folding forward), though with nice cushioning that makes them comfortable. There is a ton of legroom, with foot space under the front seats. Adults can fit even with the seats slid forward to increase third-row space. Headroom is limited with the moonroof. There are full climate controls on the back of the front center console. The only real demerit is that the inner armrests are hard and narrow. At least the door-mounted armrest works well. Overall, the second row is a nice place to travel.

The 12-speaker Klipsch stereo in the Platinum Reserve is powerful and crisp, even when streaming music. The show-off demonstration modes are impressive, but it is always wise to sample a stereo with the music you prefer. The Public Image Limited song “Armada” makes for a great sound check.

Standard on Platinum and Platinum Reserve and optional on PRO-4X, the integrated dashcam records both inside and outside the vehicle. It can be set to automatically record or turned on manually. Its primary function is to chronicle misadventures, with it saving data and footage before a collision, but it can also record off-road expeditions and zoom in to the second row, allowing parents to take a photo of their children (or parents!) sleeping. Another clever feature is geotagged operation, so it could be set to change the display mode at a certain location, such as navigating a narrow driveway or negotiating a busy parking lot. The footage can be accessed remotely via an app.

Numerous drivers complained about unstable Bluetooth, Android Auto, and Apple CarPlay connections. Some couldn’t get their phones to pair, others found the process to be too slow. One engineer found it frustrating that audio would start streaming after the vehicle was shut off. The glitches were nearly universal. There are six USB Type-C ports; we found even tethering a phone couldn’t circumvent the glitches. Hopefully, this can be addressed with software, as we suspect owners experiencing these issues would consider them a true Achille’s heel.

For such a large vehicle that seems ideally suited to family voyages, the various nooks and bins for small-item storage are a bit small or otherwise compromised. The front door pockets are surprisingly shallow, for example. The space under the front bridge console is far forward and has a small opening. It is possible owners might not realize that there is storage there, right by their calves. And the center armrest console is small compared with rival SUVs.

In fairness, third-row seats are always compromised. Here, the theater-style seating means the third row sits higher than the front rows, reducing headroom. However, the seat base is raised off the floor more than with some competitors, reducing the extreme knee bend that adults often face when assigned to the third row. The seats are decently padded. Access is aided by two possible paths: The second-row captain’s chairs can slide and tilt forward, allowing rear passengers to climb in along the sides of the vehicle. But if the seats can’t be tipped forward, such as if cargo is in the way or a child’s car seat is installed, rear passengers can squeeze between the captain’s chairs and the center console that occupies only half the available space. It is good to have options.

What We'll Keep an Eye On

This is a big, lane-filling beast with significant weight. With its adaptive suspension, the Platinum Reserve handled notably better than the Chevrolet Tahoe and Toyota Sequoia. The SL exhibits good roll control, helping the Armada keep an even keel through turns. Neither version feels particularly agile, although the adaptive suspension has advantages. The steering has some heft to it, adding to the dull-mannered impression. At low speeds, it is too heavy, turning parking lot maneuvers into a workout.

The ride assessment is a bit complicated, and we will dive deeper into this in the road test after we put the Armada through the paces. The first impressions are that the body is well-controlled and largely free of jiggle and shake, but impacts are felt in a pronounced way causing some uneven pavement ridges to send a shudder through the body. The air suspension felt more luxurious—at times. That version was fitted with large 22-inch wheels, which allowed some impacts to jolt the vehicle. Even with the adaptive suspension, there is no escaping the truck-based, body-on-frame underpinnings. The ride quality of the SL is more consistent, and in that regard, some drivers preferred it, even with a bit less isolation.

The controls are a mixed experience. We much prefer the physical buttons (e.g., climate, drive modes) in the Armada compared with the screen-only QX80, which features a third screen below the infotainment display. That is another reason to buy the Armada over its pricier brethren. But those shiny black plastic buttons collect fingerprints and create distracting reflections.

The gear selector’s PRND buttons on the center console are easy to see and reach. The R & D are bigger, although they may not look it in photos. To further aid in their selection, the R has a ridge to the rear that intuitively communicates that it makes the vehicle go backward. The D, however, has a minor ridge that doesn’t do much to communicate this makes the SUV go forward, and it is less obvious by touch. These controls should have more pronounced differences by sight and feel. Otherwise, the driver must pay close attention when changing gears. Plus, the steering wheel buttons are fussy and confusing, and the diagonal thumb wheel requires the dexterity of a magician. Also, the monostable turn signal that goes back into its neutral position when activated proved frustrating to use, as drivers found it difficult to consistently engage.

The armrests are nicely positioned and symmetrical, though some drivers found their right elbow tended to rest on the center console stitching or plastic. Drivers also noted that the steering wheel blocked portions of the high-mounted instrument panel. In particular, adjusting the steering wheel to a lower, more comfortable position can mean it blocks the turn-signal icons from view (headlight icons are fine, as they are on the lower left portion of the driver’s screen), along with the 3,000–5,000 rpm range on the tachometer. The qualms are very much driver-dependent, and it is worth shoppers checking this feedback on their own test drive. The customizable head-up display compensates, showing the speed and speed limit. It can also display navigation and ADAS if selected.

The Armada comes with all the active safety and driver assistance features we expect an automaker to feature, including AEB with pedestrian detection, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, and lane departure warning. Trailer blind spot warning is also standard. The Platinum Reserve trim gets a “far side” airbag for the front row to protect the passenger and driver from colliding with each other in a side-impact crash. There is a seat belt reminder for all rows to ensure everyone is buckled up. Nissan’s rear-door alert provides an end-of-trip audiovisual alert so no one is left behind in a vehicle.

Various versions of Nissan’s ProPilot Assist active driving assistance systems come standard on the Armada depending on trim level. The basic setup blends lane centering assistance and adaptive cruise control. The SL, Platinum, and Platinum Reserve trims are equipped with ProPilot Assist 1.1, which taps navigation information to proactively adjust vehicle speed for curves and interchanges. ProPilot Assist 2.1 is optional on SL, Platinum, and Platinum Reserve. This top system allows for hands-free operation on designated highways, while the system handles acceleration, steering, and braking, and can even change lanes automatically when the driver signals or confirms a lane change prompt from the system. It uses an in-car camera to monitor the driver. We like that it clearly communicates when in hands-free vs hands-on mode (blue vs green).

Although the entry-level SV trim has only a traditional backup camera, other trims get a surround-view camera that can digitally “delete” the hood from the video feed to help drivers navigate this very large vehicle without hitting low obstacles such as rocks and curbs that would otherwise be blocked by the hood.

All Armadas come standard with trailer blind spot warning, which extends the vehicle’s view back to the flanks of a trailer (up to 33 feet long), trailer sway control, and light check mode that can be triggered by the key fob. The Armada has an up to 8,500-pound tow capacity. The PRO-4X and Platinum Reserve also feature an integrated trailer brake controller.