• Nissan said it would cut 20,000 jobs and close seven factories on Tuesday.
• The Japanese automaker is mired in a financial crisis and faces a major headache from Trump's tariffs.
• It said tariffs could cost it as much as $3 billion and warned it may shift US models to other markets.

Nissan has announced another round of brutal cost-cutting as Trump's tariffs threaten to derail attempts to turn the struggling carmaker around.

The beleaguered Japanese giant said on Tuesday it would cut 20,000 jobs and cut its production facilities from 17 to 10 by 2027 as it slipped deeper into crisis.

The job losses include the 9,000 layoffs announced late last year as part of a turnaround plan to improve the automaker's dire financial position.

The company reported a net loss of 671 billion Yen ($4.5 billion) for the 2024 financial year, and said it would not issue an operating profit forecast for 2025 because of uncertainties over US tariffs.

Nissan has come under intense pressure from Chinese automakers and has struggled to develop a compelling lineup of electric vehicles, despite pioneering the mass-market EV with the Nissan Leaf in 2010.

CEO Makoto Uchida was replaced by Nissan veteran Ivan Espinosa in March after the collapse of a $50 billion merger with rival Honda.

Espinosa is seeking cost reductions of 250 billion yen ($1.7 billion) with the new turnaround plan, but the Nissan boss faces an additional threat from the Trump administration's tariff barrage.

The Japanese firm, which counts the US as one of its most important markets, is especially vulnerable to Trump's 25% tariff on imported vehicles because it exports several models to the US from Mexico and Japan.

Nissan said on Tuesday it estimated the tariffs on imported vehicles would cost it 450 billion yen ($3 billion) this year without mitigation measures.

The company said it would boost US production capacity and prioritize retail sales of models assembled locally. Nissan also said it would shift some models affected by tariffs to other markets, in line with customer demand.

Nissan is not the only Japanese automaker that is bracing for the impact of Trump's tariffs.

On Tuesday, Honda said the levies would cost it an estimated $3 billion and cut its operating profit forecast for the coming financial year by nearly 60%.

The company is also taking measures to ease the impact of the tariffs, including moving production of its Civic hybrid from Japan to the US.

Nissan and Honda did not respond to requests for comment, sent outside working hours.

Nissan’s next-generation GT-R is expected to launch by the end of the decade, and it’s not going to be a pure EV. The new R36 GT-R that will succeed the aging R35 will have a plug-in hybrid powertrain and launch in three to five years, according to Nissan’s chief planning officer, Ponz Pandikuthira, speaking to The Drive.

Although it sounds like Nissan is already developing the GT-R in-house, Pandikuthira also hints to The Drive that the company may work with Honda to share a platform with a new Acura NSX. Pandikuthira has dropped a lot of theoreticals about the GT-R. He teases that it could house the 2025 Nissan Armada’s twin-turbo V6 engine, but also drive 70 miles or so on battery only for around-town errands.

Pandikuthira also told The Drive that Nissan had built GT-R EV prototypes but believes an electric version “would complete one lap at the Nürburgring” before needing a recharge, echoing the same concern he had in a 2024 interview with Motor Authority. At the time, Pandikuthira said they had not yet decided what powertrain they would use. Other EVs like the Tesla Model S Plaid have run at least three laps on the Nürburgring on a single charge.

Additionally, Pandikuthira mentioned that Nissan’s in-development solid-state battery technology probably wouldn’t work for the R36 GT-R. “It might be alright for other electric cars that you could do that are the cruising around need to be seen at a country club, but the ultimate raw performance GT-R as an electric car, that’s really quite a ways away,” Pandikuthira told The Drive.

As noted by Jalopnik, it would be tough to hit a deadline for the GT-R by 2030, considering a possible collaboration with Honda could take a while. It raises questions whether Pandikuthira’s comments on the GT-R are aspirational, or if there’s something much further along that has yet to be shared.

• I recently drove the top-selling Toyota Tacoma and Nissan Frontier midsize pickup trucks.
• The Tacoma offers a punchy hybrid powertrain, impressive tech content, and a feature-laden interior.
• The Frontier is the truck I'd buy because of its powerful, standard V6 engine.

I recently had the chance to drive the Nissan Frontier and the Toyota Tacoma, two of the most popular midsize pickups in the US for more than a quarter century.

The Tacoma is a fantastic pickup. The performance of its new turbo hybrid powertrain, impressive tech features, and plush cabin are a huge step forward.

But the Frontier's lower price tag and standard V6 engine ultimately won me over.

Here's a closer look at how the two stacked up against one another.

Which is the better deal?

The entry-level Frontier and Tacoma are similarly priced with both starting at around $32,000.

However, the cost of the Tacoma escalates pretty quickly from there.

My luxury-oriented 2025 Frontier SL Crew Cab long-wheel-base 4x4 is the most expensive version of the Frontier, starting at $45,610. My test truck priced out to $46,750.

That's comparable in price and content to the middle-of-the-lineup Limited trim Tacoma, which starts at around $52,000 to $55,000, depending on whether or not you opt for the hybrid engine.

My range-topping 2025 Tacoma TRD Pro Double Cab 4x4 test truck starts at a whopping $63,900 and, as tested, cost $68,093 thanks to a myriad of specialty off-road equipment.

Which is better looking?

The Tacoma and Frontier are both handsomely styled trucks with styling elements evoking the look of their forefathers from the 1980s.

However, the Tacoma test truck's brawny off-road stance and heritage grille with an LED light bar put it over the top for me in this category.

Which more bed and cab options?

The Frontier and Tacoma are available in two different cab types and two different bed lengths, making them the most configurable trucks in the midsize segment.

While both offer five-passenger seating in their Crew/Double Cab models, Toyota's extended cab model, XtraCab, does not have back seats and can only seat two, while Nissan's equivalent King Cab models can seat four.

V6 or turbo hybrid power?

The only engine available in the Frontier is a smooth and powerful 3.8-liter, 310-horsepower VQ-Series V6 engine paired with a nine-speed automatic transmission.

All Tacomas are powered by different versions of Toyota's T24A-FTS 2.4-liter turbocharged four-cylinder engine.

My test truck had the most powerful powertrain option, the 2.4-liter turbo paired with a hybrid system consisting of a 48-horsepower electric drive motor and a small 1.87-kilowatt-hour nickel-metal hydride battery pack.

Together, they produce a robust 326 total horsepower and a whopping 465 pound-feet of torque while sending power through an eight-speed automatic transmission.

The Tacoma and the Jeep Gladiator are the last two pickups left in the US that can be had with a manual transmission.

Four-wheel drive?

Both trucks come standard with rear-wheel drive, with four-wheel drive available as an optional extra.

My Frontier and Tacoma test trucks were equipped with part-time four-wheel-drive systems that default to rear-wheel drive but can be manually switched to four-wheel drive.

How efficient are they?

My Tacoma TRD Pro is rated for 22 mpg city, 24 mpg highway, and 23 mpg of fuel economy in combined driving, which aren't spectacular for a hybrid but solid for a high-performance truck of this size.

My Frontier test truck was much more thirsty, with EPA fuel economy figures of 17 mpg city, 21 mpg highway, and 19 mpg combined.

How do they drive?

The Tacoma's hybrid turbo four delivered strong and peppy performance while emitting an impressively throaty rumble. At the same time, the Frontier's powerful V6 delivers smooth acceleration on demand.

Neither vehicle is car-like to drive, but they're civilized enough for your everyday commute. The Tacoma came out on top here thanks to the Frontier's abnormally heavy steering.

Which one has a better interior?

Both trucks' cabins are designed to be durable and easy to use, with intuitively placed controls and large physical switches. The material and build quality of both vehicles are excellent.

The Tacoma and Frontier are similarly roomy, but the special IsoDynamic front seats on the TRD Pro trim take up a lot of rear legroom, rendering the back seats unusable for anyone except small children.

How does the tech stack up?

Both Nissan and Toyota have really stepped up their games with the updated tech in their pickups. Both trucks come standard with eight-inch touchscreens, but both test vehicles were equipped with upgraded systems. The Frontier's 12.3-inch display looked great, but you could only use 2/3 of its real estate when not running Apple CarPlay or Android Auto.

The Tacoma's overall tech suite and massive 14-inch screen are on a different level, with a complex multi-terrain camera system, digital rearview mirror, color head-up display, and configurable digital instrument display.

How much can they tow?

The Frontier's towing capacity varies by trim, with the highest being 7,150 lbs for the base Frontier S King Cab 4X2. My loaner was rated for 6,700 lbs.

The Tacoma falls short of the Frontier at 6,500 pounds. Hybrid Tacomas max out at an even lower 6,000 pounds of towing weight.

The Nissan Frontier is my winner due to its relative affordability and V6 engine.

I have to admit, the Toyota Tacoma is a better truck. It's more efficient, more powerful, has better driving dynamics, and boasts a truly impressive array of tech features.

But as great as the performance and efficiency gains from its turbo and hybrid systems are, they also add cost and complexity.

What I really need from a truck is simplicity, affordability, and dependability. And the Frontier is exactly that.

Despite the Tacoma's excellence, I'd buy the Nissan Frontier with its wonderful V6 engine.

• Nissan is teaming up with self-driving startup Wayve on a new version of its assisted driving tech.
• The Japanese firm is the first carmaker to use tech from the Microsoft and Nvidia-backed AI startup.
• Wayve's cars run on cameras and AI, allowing them to "generalize" in the same way a human would.

One of Europe's buzziest AI startups is teaming up with Nissan as the Japanese automaker looks to overhaul its assisted driving tech.

Nissan said on Wednesday it would incorporate autonomous driving software from London-based startup Wayve into its ProPILOT driver-assist system in 2027.

The partnership makes Nissan the first automaker to use Wayve's self-driving tech.

The London-based startup is among the hottest names in the world of self-driving cars, raising over $1 billion last year from investors including SoftBank, Nvidia, and Microsoft.

Like Tesla, Wayve's fleet of self-driving Ford Mach-Es uses cameras and end-to-end AI models that learn how to drive from real-world testing and simulations.

CEO Alex Kendall previously told Business Insider this allows Wayve's vehicles to "generalize" and adjust to new driving scenarios in the same way a human would, rather than relying on radar systems like lidar and high-precision mapping like rivals such as Waymo.

Wayve has expanded rapidly over the past year and is now testing its vehicles in the US and Germany in addition to its home base in the UK.

Nissan said the next generation of ProPILOT will incorporate Wayve's AI Driver alongside next-generation lidar to provide advanced collision avoidance capabilities. It will also utilize the technology's ability to learn rapidly from vast amounts of data.

The current version of ProPILOT is designed for highway use and provides cruise control and assistance with steering and braking.

That makes it more limited than rival systems offered by Tesla and automakers in China, where advanced autonomous driving tech is rapidly becoming standard.

The partnership is a major milestone for Wayve, which also struck a deal last year with Uber to collaborate on self-driving tech.

As companies like Waymo or Tesla hype up full driverless technology — also known as Level 4 driving — Wayve is more interested in working in what it views as an untapped market for advanced driver-assistance systems, or ADAS, for automakers. This includes Level 2 and Level 3 driving, which allows for a car to drive itself in certain conditions but still requires the presence of a driver.

"Our competitors are those who are also making really performant ADAS, L2, L3 solutions," Kaity Fischer, Wayve's VP of commercial and operations, told Business Insider at the recent Ride AI conference in Los Angeles, noting that Wayve's clients are largely original equipment manufacturers (OEMs).

"L4 is still our North Star, and down the road, that will be the technology that we deploy."

Fischer said one advantage of Wayve's driver technology is that it's "hardware agnostic," meaning the software can work with OEM cars that may be outfitted with different levels of hardware support for self-driving, such as lidar or cameras.

One of the ongoing debates in the automotive world is whether a cameras-only approach to full self-driving — most notably led by Tesla — is a safe, cheaper, and, as a result, superior route to achieve fully autonomous driving at scale.

"To change the hardware on a vehicle platform is anywhere from a four to six-year lead time and it's very expensive," Fischer said. "We're able to work with OEMs and say, 'Alright, what hardware do you have already submitted for your upcoming production models? And then we can work together on the level of autonomy that makes sense for their vehicle."

• Trump's auto tariffs are now live — and they're causing major disruption for manufacturers.
• Automakers are scrambling to react, with one analyst describing them as "a debacle of epic proportions."
• Another says Tesla is "well positioned" to handle the fallout and may benefit if rivals raise prices.

Automakers are facing major disruption as President Donald Trump's tariffs grip the industry.

Ford, Nissan, and Stellantis are all making major changes as they grapple with the levies, with one analyst describing the 25% tariffs on imported cars as a "debacle of epic proportions" for the industry.

"We believe the price impacts from this head-scratching tariff slate could result in demand destruction of 15%-20% in 2025 for new auto purchases alone based on our estimates," Wedbush Securities analyst Dan Ives wrote in a note on Sunday.

"The tariffs are a debacle of epic proportions for the auto industry and US consumers as the concept of a US-made car with all US parts is a fairy tale fictional narrative."

The disruption has continued as automakers have been hit hard by the market chaos surrounding Trump's reciprocal tariffs, with shares in Japanese and European carmakers falling again on Monday.

Nissan fell 9.3% and Toyota dropped 5.9% in Tokyo, while in Frankfurt Volkswagen dipped 4.6% in afternoon trading and Stellantis fell almost 6% in Milan. Stock in the Jeep and Citroën owner has sunk by more than a third this year.

The 25% levy on imported vehicles, which went into effect last week, is already sending shockwaves through the industry.

Nissan announced on Thursday that it would stop taking US orders for two Infiniti SUVs, which are made in Mexico, while Volkswagen said it would add an "import fee" to the prices of vehicles hit by the tariffs.

Jeep and RAM owner Stellantis confirmed on Thursday it had paused production at two factories in Mexico and Canada and furloughed 900 workers at factories in Michigan and Indiana as it navigates the tariff turmoil.

Some automakers are attempting to take advantage of the chaos. Ford announced last week it would extend employee pricing to all customers in an attempt to drive sales, while Stellantis followed suit on Friday.

Analysts and automakers have warned that the tariffs will hike already-high new car prices and erase profits, with S&P Global estimating more than 20% of new light vehicles sold in the US are built in Mexico and Canada.

Some manufacturers may fare better than others.

In a Sunday note, Stifel analyst Stephen Gengaro said that Tesla, Rivian, and Lucid are "well positioned" thanks to their US-based supply chains, adding that Tesla could even benefit if rivals of Elon Musk's company choose to raise prices because of tariffs.

However, Tesla was "obviously not immune to slower economic growth and a weaker consumer," Gengaro wrote.

• Nissan completely redesigned the Murano for 2025.
• I was impressed by the midsize SUV's punchy performance and updated tech.
• But its new turbo engine and cheap-feeling plastic trim detract from its premium feel.

Nissan gave its popular midsize SUV a big refresh for 2025, including upgraded tech and fresh styling inside and out, but its the powertrain updates that stand out more than anything else.

The new Murano has a downsized four-cylinder turbo engine and a traditional automatic transmission instead of a continuously variable one, or CVT.

I recently spent a week driving the near-luxury Murano in Platinum trim around suburban Atlanta to see how it compares to rivals like the Hyundai Santa Fe or Mazda CX-70.

I found the new engine to be peppier — even if it could be loud, but not necessarily any faster — with smooth shifting that helped to keep the driving experience refined.

My Tennessee-made test car retails for just over $55,000.

The base front-wheel-drive Murano SV starts at $40,470, while my range-topping Murano Platinum AWD starts at $49,600.

Freight fees and a handful of accessories and options pushed the as-tested price for my Tennesee-made loaner to $55,030.

Bold styling has always been one of Murano's calling cards, which continues to be the case.

The Murano, named after the Italian island where handcrafted Venetian glassware is made, is known for its bold, sleek styling.

The new version's front end trades the old model's large chrome V-Motion grille for a more subtle version with thin LED running lights on the side of the grille, making up the "V." The long hood and thin headlights at the top of the grille remind me of the Ferrari Daytona grand tourers of the early 1970s.

My platinum trim test car came with 21-inch aluminum alloy wheels with ornately designed black aero covers.

In the Nissan lineup, the Murano is positioned between the more family-oriented three-row Pathfinder and the full-size Armada, which is also brand new for 2025.

The Murano is now powered by Nissan's VC-Turbo engine.

From the very beginning, the Murano has been powered by some version of Nissan's award-winning VQ V6 engine paired with a continuously variant transmission.

That partnership ends with the new Murano. The sole engine option is now a 2.0-liter, VC-Turbo inline-four-cylinder producing 241 horsepower and 260 lb-ft of torque, 19 fewer horsepower than the outgoing V6 but 20 lb-ft more torque.

At the same time, the CVT has been replaced by a traditional 9-speed automatic transmission.

The "VC" part of the VC-Turbo moniker refers to Nissan's unique variable compression technology that can vary the compression ratio within the engine from 8:1 under hard acceleration up to 14:1 for more efficient operation while cruising along.

My all-wheel-drive test car boasts EPA fuel economy ratings of 21 mpg city, 27 mpg highway, and 23 mpg combined. Overall, the turbo four-cylinder is more efficient in the city but thirstier on the highway than the old V6, while the combined mpg remains identical.

On the road, the Murano is peppier to drive but not necessarily faster.

Doing away with the Murano's CVT is a classic case of addition by subtraction. Its tendency during hard acceleration to hold the engine at high revs, resulting in prolonged periods of uncomfortable droning noises, compromises the driving experience.

Fortunately, the new nine-speed automatic shifts quickly and crisply. So much so that I wish Nissan had paired it with the V6.

Although the VC-Turbo engine is a bit rough around the edges compared to the six banger, it delivers strong power, especially lower in the rev range, resulting in a more fulfilling driving experience.

Interestingly, the new Murano is about half a second slower from 0 to 60 mph than the 7.3 second-time the old V6 model produced in Motor Trend testing.

Nissan put together a luxury-car-worthy interior that fell just short of true excellence.

The front dash draws heavily from Nissan's Ariya EV SUV, including one of my favorite pieces of cabin design, the capacitive touch controls embedded into the wood accent piece on the center stack.

Overall build and material quality are excellent, with a great mix of materials and smart use of soft leather padding in key touch points. However, a few of the plastic trim pieces, especially the large accent piece immediately below the infotainment screen, felt thin and cheap.

The Murano's suite of tech features took a massive step forward.

The outgoing Murano's analog gauges and dated eight-inch infotainment screens have been replaced by dual 12.3-inch displays, which look clean and thoroughly modern.

Both screens run the latest version of the NissanConnect infotainment system, which features built-in Google software. The system not only looks great but is also easy to navigate. I was a big fan of the integrated Google Maps function in the digital instrument display.

The Murano's Intelligent Around View Monitor 360-degree camera system also worked well. Its new invisible hood view feature, which allows the driver to see through the front of the vehicle, proved to be really helpful in navigating tight spaces.

The Platinum trim's quilted blue leather seats look amazing and were incredibly comfortable.

Nissan says the "zero graity" seats are engineered to reduce stress on the driver's bones and joints by encouraging the occupant to hold a neutral body position like a person in a weightless environment.

The heated rear bench seat offered a solid 36 inches legroom.

For the first time, the Murano's rear cabin also has Zero Gravity seats.

Open the motion-activated liftgate, and you'll find a generous 33 cubic feet of cargo space behind the rear seats.

Fold the rear seats down to expand cargo capacity to 63.5 cubic feet. There's also a bit of additional storage under the cargo floor where the spare tire and Bose subwoofer are located.

My Verdict: The Nissan Murano is an excellent, stylish, near-luxury SUV with much-improved tech and peppy acceleration.

The more things change, the more they stay the same with the Nissan Murano. Despite a complete redesign, an all-new drivetrain, and an updated suite of tech features, the overall Murano experience remains consistent.

It's still smooth and refined with a luxurious cabin and looks that stand out from the crowd.

So, if you loved the old Murano, you're definitely going to like this new one.

The Nissan Leaf is back, and it’s not a frumpy looking hatchback anymore. 

The Japanese automaker is dusting off its pioneering EV and giving it new technology and a new form factor. The Leaf will return as a crossover SUV with a Tesla plug (!!), casting off its outdated appearance that previously led to rumors of its inevitable demise. 

Nissan is also rebooting some other familiar nameplates, including the Sentra and Rogue. But the newly refreshed, third-generation Leaf is coming first, arriving in North America in 2026.

It makes sense that Nissan would throw out its old looks for something new and daring. The automaker is going through a particularly rough patch at the moment, with declining sales and the collapse of a merger deal with Honda. It needs some fresh products to help boost its overall image.

It’s hard to tell from the photos, but InsideEVs (which attended the reveal event in Japan) describes the new Leaf as egg-shaped (which is typical for most modern EVs) and about 3/4ths the size of a Tesla Model Y. 

Nissan didn’t reveal much about the new Leaf, aside from confirming that it will be built on the modular CMF-EV platform that also undergirds the Ariya EV. The new Leaf will also have “significant range improvements over the previous generation.” The current Leaf sits in the low category for range, with the SV Plus trim getting a maximum 212 miles on single charge. 

Perched on 19-inch alloy wheels, the new Leaf features a panoramic moonroof and — perhaps most shockingly — a native North American Charging Standard (NACS) charging port for Tesla Supercharger access. Nissan says it will be the first EV in its vehicle lineup to roll out of the factory with an integrated NACS port. As one of the first commercially available electric vehicles, the Leaf has always been saddled with outdated charging tech in the form of the CHAdeMO port. But now Nissan is rectifying that issue for this new generation. 

The Leaf appeared to be headed for the compost heap up until recently, with Automotive News reporting in 2022 that Nissan would be winding down production on the current generation by mid-decade, with no immediate plans for a refresh.

Nissan is promising more details on the new Leaf by mid-year. The company also announced that new ICE and plug-in hybrid versions of its Rogue SUV, and refreshed models of its mid-sized Pathfinder SUV and Sentra sedan, would be coming soon. For Infiniti, a refreshed three-row luxury QX60 SUV is on its way, alongside a new Sport package for the full-size QX80 SUV.  

And then in late fiscal year 2027, Nissan will introduce a new, unnamed EV slated for production as its Canton, Mississippi plant. The automaker says it will be an “adventure themed” SUV, so expect something of the Rivian/Scout/Jeep variety. In fiscal year 2028, Infiniti will release a luxury SUV inspired by the Vision QXe concept. 

The automaker had previously discussed its plans to electrify half its vehicle lineup, including seven EVs for the US and Canada. Today, Nissan clarified that these future models will feature batteries manufactured in the US in partnership with SK one.

In Europe, Nissan said its reviving the Micra — a small car the company stopped making in the UK in 2010 — later this year, reintroducing the model as a compact EV. An electric variant of the Juke compact SUV will be launched in fiscal 2026.

• The Nissan Frontier is one of the most popular midsize pickup trucks in the US.
• I drove a fully loaded, long-wheelbase 2025 Frontier Crew Cab in luxury-minded SL trim.
• I was impressed by its powerful V6 engine, intuitively designed cabin, and good tech features.

The Nissan Frontier has been one of America's most popular midsize pickups of the past quarter century.

I recently had the chance to review a 2025 Nissan Frontier and was impressed by its powerful V6 engine, easy-to-use interior, and solid tech features.

The base Nissan Frontier King Cab 4X2 starts at $32,050, while my top-of-the-range Frontier SL Crew Cab long-wheel-base 4X4 starts at $45,610.

Options and shipping fees pushed the as-test price for my Mississippi-built Crew Cab SL LWB V6 4X4 to nearly $48,000.

Here are 12 standout features that helped make the Frontiers a solid, capable truck for everyday life.

Rugged looks

The 2025 Frontier received a couple of minor styling updates, including revised headlights, grille, and bumper. The Frontier is an attractively designed truck. Its rugged, squared-off looks blend modern styling with design elements like the vents atop the front grille, inspired by Nissan's iconic Hardbody pickups of the late 1980s.

Choice of bed and cabin sizes

Most midsize pickups are offered only as a crew cab with a five foot-long bed. The Frontier comes in two different cab types (Crew Cab and King Cab) as well as two different bed lengths (five-feet and six feet), giving shoppers the opportunity to customize the truck to their needs.

My Frontier Crew Cab test truck with the six-foot-long bed is the longest version at nearly 19-feet long.

Standard V6 Engine

All Frontiers are powered by a 3.8-liter V6 from Nissan's award-winning VQ family of engines. The silky smooth, naturally aspirated V6 produces 310 horsepower and a 281 lb-ft of torque.

With the Tacoma, Ranger, Colorado, and Canyon all powered by turbocharged four-cylinders, the Frontier is one of the last trucks in the segment to offer a V6.

My 4,900-lb test car boasts EPA fuel economy figures of 17 mpg city, 21 mpg highway, and 19 mpg combined.

Civilized driving dynamics

The Frontier drives like the modern body-on-frame pickup truck it is. It rides well, coasting over bumps with ease thanks to its large tires, and offers a relatively quiet cabin even at high speeds.

The punchy V6 and nine-speed automatic combined to deliver strong and smooth acceleration on demand.

One negative that stood out to me was its abnormally heavy steering, which can make navigating tight spaces a chore.

While it isn't as refined as the passenger car-based Honda Ridgeline, the Frontier is more than civilized enough to be a comfortable everyday driver.

Easy-to-use cabin

The Frontier's cabin is designed to be durable and easy to use. And that's exactly what it is. Ergonomics are excellent; all the buttons and switches are where one would expect them to be. The big rotary dials and physical buttons made on-the-fly use a piece of cake, especially during cold weather when the driver wearing gloves.

Although monotone and plasticky, the material quality is solid, and everything feels well put together. No errant squeaks or rattles were detected.

Zero Gravity front seats

The seats, exclusive to Nissan, are engineered to reduce stress on the driver's bones and joints by encouraging the occupant to hold a neutral body position like a person in a weightless environment.

Roomy rear cabin

The Crew Cab's rear seats offer a solid 33 inches of legroom, which is on par with the rivals like the Ford Ranger and Toyota Tacoma. Despite the upright seating position, the rear bench was comfortable to sit in. Rear seat passengers also get a power socket and USB plugs, as well as a sliding rear window.

Rear cabin storage

The 60/40 split rear bench folds up to turn rear cabin into a flexible cargo compartment. There's also a cargo basket on the passenger side that's perfect for everything from tools to groceries.

Adjustable bed tie-downs

The Frontier's truck bed comes equipped with adjustable aluminum Utili-track cargo tie-downs mounted on rails that are really helpful when you need to secure awkwardly shaped gear.

Intuitive infotainment system

Infotainment in the midsize truck segment had been pretty neglected until this latest generation of pickups.

The Frontier's new 12.3-inch screen looks great, and Nissan's infotainment system, while a step behind some of its rivals, is solid and pretty easy to use. Unfortunately, its split-screen setup means you can only use 2/3s of its real estate.

However, Apple CarPlay and Android Auto, which are standard, do have access to the entire 12.3 inches of screen.

An eight-inch display comes standard on the base S trim.

Off-road gear

The Frontier's four-wheel-drive system defaults to rear-wheel drive but can be switched to four-wheel drive using a rotary dial on the center stack. The two-speed transfer case offers a four-low setting for when the driver needs additional torque and traction when driving off-road or hauling heavy loads at low speeds.

Four-wheel drive equipped Frontiers also come with steel skid plates to protect the key engine component from rough terrain. Off-road-focused PRO-X and PRO-4X models get additional steel skid plates under the transfer case and fuel tank, as well as heavy-duty Bilstein shocks.

Solid towing ability

The truck's towing capacity varies by trim, with the highest being 7,150 lbs for the base Frontier S King Cab 4X2.

My SL grade test truck, which is rated for 6,700 lbs, came standard with a class IV receiver hitch member, trailer sway control, and a tow/ haul mode switch.

The Frontier's overall towing capability is on par with that of the midsize segment and should be sufficient for most consumers. You'll need to turn to the full-size truck segment.

Senior politicians in Japan are not going to let Nissan die easily. The automaker has been struggling for some time now, with an outdated product portfolio, ongoing quarterly losses, and soon, the closure of factories and thousands of layoffs. The Japanese government has been trying to find a suitor and had hoped that Honda would do its patriotic duty and save its rival from extinction.

That deal—one branded "a desperate move" by former Nissan CEO and fugitive from Japanese justice Carlos Ghosn—fell apart last week after Renault demanded a price premium for its shares in Nissan, and Nissan demanded a merger of equals with Honda. In reality, it was always going to be a takeover, with very little in it for Honda in the way of complimentary product lines or access to new technologies.

Today, we learned of yet another desperate move—the former Japanese Prime Minister Yoshihide Suga is among a group that is trying to get Tesla to invest in Nissan instead.

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• Nissan's shares jumped after a report said Tesla was being courted as an investor.
• The Financial Times said a consortium of high-profile figures in Japan were involved.
• Musk quickly rejected the idea, and Tesla's focus on robotaxis means it's an unlikely Nissan savior.

Nissan is looking for a savior, but despite what some investors hope, it won't be Elon Musk, he indicated.

Shares in the beleaguered Japanese carmaker surged 9.5% on Friday amid reports that Tesla was being courted as an investor, even though Musk quickly poured cold water on the idea.

The Financial Times said a consortium of Japanese investors and former politicians planned to approach Tesla to discuss an investment, based on the belief that the US automaker was interested in buying Nissan's factories in the US.

While Tesla has its own extensive manufacturing operations in the US, acquiring Nissan's factories in Tennessee and Mississippi would allow it to boost domestic production as the Trump administration proposes a new round of tariffs on imported cars.

But the suggestion that Tesla might be interested in Nissan's factories was quickly shot down by Musk.

"The Tesla factory IS the product," he wrote on X in response to the Financial Times report.

"The Cybercab production line is like nothing else in the automotive industry," Musk added, referencing Tesla's coming steering-wheel-less robotaxi.

In a post on X, Hiro Mizuno, a former Tesla board member and one of the figures named in the FT's article, denied being involved. Mizuno said he doubted Tesla would be interested in Nissan's factories as Tesla's factory design is so "unique."

The report on an attempt to get Tesla to invest is a sign of how desperate things have become for Nissan.

The ratings agency Moody's downgraded the Japanese auto giant's credit rating to junk status on Friday, a week after a proposed $50 billion merger with Nissan's rival Honda fell through.

Nissan's sales have plunged in China and the US thanks to fierce competition from Chinese EV companies and a lackluster hybrid lineup, and the automaker is in dire financial straits.

The company's profits have crash, and it projected an annual loss of 80 billion yen, or about $519 million, in its earnings report last week.

Its disastrous financials have left it looking for investment, with the iPhone manufacturer Foxconn a prospective suitor.

Nissan CEO Makoto Uchida, who has pledged to turn things around by cutting 9,000 jobs globally and slashing global vehicle production, said Nissan would explore all options "without taboos" to ensure the company's future.

As it stands, Tesla seems like an unlikely savior.

Tesla's production lines heavily use advanced manufacturing techniques, such as gigacasting, in which giant presses create large sections of vehicles. So converting Nissan's factories would likely be difficult and expensive.

Musk has also pivoted the company away from mass-produced electric vehicles and toward autonomous vehicles and robotics, such as the self-driving Cybercab and Tesla's Optimus robots.

In May, Tesla quietly dropped its goal of building 20 million cars annually. And Reuters reported in April that the company scrapped plans to build a $25,000 EV, though Musk has said more affordable models are still coming this year.

The automaker has its own headwinds, with Tesla recording its first-ever annual sales decline last year and facing an uncertain EV landscape in the US thanks to Trump's rollback of federal support for electric vehicles.

Nissan declined to comment. Tesla did not immediately respond to a request for comment.

The $60 billion mega-merger between Honda and Nissan has been called off, in part because of Nissan’s “pride and insufficient alarm about its predicament,” writes Reuters, citing half a dozen sources. The report hints at bad blood on both sides, saying the development also ties to Honda abruptly revising the terms of the merger and […]

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Honda and Nissan have announced they are calling off a $60 billion plan to merge their two companies. The pair were in talks for just over a month trying to join forces, a plan that was especially important for Nissan, since it reportedly would only survive another year due to nosediving profits. The merger could have also strategically strengthened the Japanese auto industry against rising competition from China. The merger plans included Mitsubishi, but that has also fallen apart.

Instead, Nissan and Honda will move forward with a “strategic partnership” and collaborate on “intelligence and electrified vehicles.” In a press release, the companies say the termination happened after the CEOs “discussed and considered the surrounding market environment, the objectives of the business integration, and the management strategies and structures post-integration.”

However, sources told Reuters that talks faltered primarily due to Honda’s sudden proposal to structure the merger in a way that would make Nissan a subsidiary. Nissan apparently wanted to stand as an equal, but the company isn’t in a position of strength: its earnings were down more than 90 percent year over year in the middle of 2024, and it had cut its annual operating profit forecast by almost 70 percent. Meanwhile, Honda’s third-quarter profits year over year are up five percent.

The proposed merger between Honda and Nissan is officially dead. The plan, announced in late December, would have created the world's third-largest automaker, displacing Volkswagen Group from the bronze on the podium. But it was also never quite seen as a merger of equals—many suspected this was a Honda takeover of beleaguered Nissan at the behest of the Japanese government.

Nissan is already part of a triple-alliance, together with Mitsubishi and France's Renault. Although Mitsubishi considered joining the Honda-Nissan merger, that was old news by late January.

That alliance might have been part of the problem. Although not an actual merger, the car companies involved each own stakes in the other—in Renault's case, it owns 37.5 percent of Nissan. Honda would have liked Nissan to buy out Renault's stake, presumably not keen on such a significant chunk of the company under foreign ownership.

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• Nissan and Honda said they canceled their $50 billion merger
• The merger would have created the world's third-largest automaker.
• Both Japanese companies face declining sales and a slow transition to EVs.

Nissan and Honda called off a $50 billion merger that would have formed one of the world's largest car companies.

The Japanese automakers said on Thursday they scrapped the deal, announced in December, "to prioritize speed of decision-making and execution of management measures" in an "increasingly volatile" market.

The companies said they would continue to work within a "strategic partnership."

Nissan CEO Makoto Uchida said Honda's desire to make his company a subsidiary rather than a partner played a key role in the deal's collapse.

"While both companies have a long history, we were not sure whether this would reflect our autonomy or allow us to demonstrate our potential or strength," he told a press conference.

Both companies released earnings on Thursday shortly after the deal's collapse.

Honda reported a 25% rise in pre-tax profit in the latest quarter, buoyed by strong US sales and its high-performing motorcycle business.

It still faces a major headache in China, where sales collapsed almost 40% in the nine months to December, but its financial position looks decidedly more rosy than its rival.

Nissan's profits crashed to 5.1 billion yen ($33 million) for the nine months to December, down from 325 billion yen ($2.1 billion) in the same period for 2023. It projected an annual loss of 80 billion yen ($519 million).

A scarcity of electric models has seen Nissan lose market share in China to local rivals, while its US sales have also suffered due to a lack of hybrid options and its EV's failure to qualify for $7,500 government tax credits.

Nissan stock has fallen about 25% over the past year. After being about the same size as Honda a decade ago, its market capitalization is now about a fifth of its rival. Honda stock is down about 15% in the same period.

Uchida is now racing to execute a turnaround plan that will involve cutting 9,000 jobs globally. He warned that all options were on the table to ensure the storied automaker's survival.

"Given the latest performance of the company and the changing environment, it is essential to explore all the options without taboo and carry out a deeper structural reform," Uchida said.

Nissan gave more details about its restructuring plans on Thursday, unveiling plans to cut 6,500 jobs at the company's factories in Tennessee, Mississippi, and Thailand.

It also plans to cut global vehicle production by 1 million to 4 million in the 2026 financial year.

Tariffs headache

Both Nissan and Honda also face a looming headache in the form of potential US tariffs on vehicles imported from Mexico and Canada, where the two companies have factories.

Uchida said Nissan would consider moving production from Mexico to other regions if the tariffs go ahead after the temporary suspension expires in March.

Honda vice president Shinji Aoyama said the automaker was racing to export vehicles made in Canada and Mexico into the US before the waiver expired.

The breakdown of the Honda deal leaves Nissan looking for investment elsewhere. The chairman of Apple supplier Foxconn said the Taiwanese firm was considering buying the 36% stake in Nissan owned held by France's Renault.

Private equity firm KKR is also considering an investment in Nissan, Bloomberg reported.

A proposed $58 billion merger to create the world’s fourth-largest carmaker appears on the verge of collapse after Honda made an unexpected proposal to turn Nissan into a fully owned subsidiary, according to three people familiar with the matter.

The two rivals announced discussions on a combination in December, but just over 40 days later the talks have already soured, as Honda faces shareholder and internal pressure to take full control of Nissan to turn around the ailing carmaker.

The latest proposal, delivered to Nissan at the weekend, deviates from initial plans to bring the two companies under a jointly owned holding company, a structure that would have provided room to retain Nissan’s brand and decision-making powers.

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• The Nissan Frontier has been one of America's best-selling midsize pickup trucks since 1998.
• I was impressed by the Frontier's powerful V6 engine, easy-to-use cabin, and solid tech features.
• The truck's fuel economy is lackluster, and its steering can feel heavy and unwieldy.

Since its debut in 1998, the Nissan Frontier pickup has been a popular midsize workhorse for weekend DIYers and tradespeople alike.

Fast forward a quarter century, and the Frontier remains a popular midsize pickup, with 68,000 sold in the US last year. It trails the segment-leading Toyota Tacoma but remains ahead of rivals like the Ford Ranger, Honda Ridgeline, and Jeep Gladiator.

I recently spent a week with a long-wheelbase 2025 Frontier Crew Cab SL 4X4.

My test car came to $47,750.

The base Nissan Frontier King Cab 4X2 starts at $32,050, while my top-of-the-range Frontier SL Crew Cab long-wheel-base 4X4 starts at $45,610.

Premium paint, floor mats, and shipping fees pushed the as-test price for the Mississippi-built truck to nearly $48,000.

The 2025 Frontier received a couple of minor styling updates, including revised headlights, grille, and bumper.

The Frontier is an attractively designed truck. Its rugged, squared-off looks blend modern styling with design elements like the vents atop the front grille, inspired by Nissan's iconic Hardbody pickups of the late 1980s.

My Frontier test car is rated to tow up to 6,700 pounds.

The truck's towing capacity varies by trim, with the highest being 7,150 lbs for the base Frontier S King Cab 4X2.

My SL grade test car came standard with a class IV receiver hitch member, trailer sway control, and a tow/ haul mode switch.

The Frontier's overall towing capability is on par with that of the midsize segment. However, those looking for a tow vehicle are better off shopping in the full-size segment.

All Frontiers are powered by a 3.8-liter V6 from Nissan's award-winning VQ family of engines.

With the Tacoma, Ranger, Colorado, and Canyon all powered by turbocharged four-cylinders, the Frontier is one of the last trucks in the segment to offer a V6.

My 4X4 test car boasts EPA fuel economy figures of 17 mpg city, 21 mpg highway, and 19 mpg combined.

I had to be fairly ginger with the throttle to reach the EPA fuel economy figures, which weren't great to start out with. But that's the trade-off you have to make to keep the smooth V6 under the hood, and one I'm willing to make any day of the week.

My 4X4 test car came with a two-speed transfer case.

The Frontier's four-wheel-drive system defaults to rear-wheel drive but can be switched to four-wheel drive using a rotary dial on the center stack. The two-speed transfer case offers a four-low setting for when the driver needs additional torque and traction when driving off-road or hauling heavy loads at low speeds.

The Frontier drives like a truck.

The Frontier drives like the modern body-on-frame pickup truck it is. It rides well, coasting over bumps with ease thanks to its large tires, and offers a relatively quiet cabin even at high speeds.

The punchy V6 and nine-speed automatic combined to deliver strong and smooth acceleration on demand.

One negative that stood out to me was its abnormally heavy steering, which can make navigating tight spaces a chore.

While it isn't as refined as the passenger car-based Honda Ridgeline, the Frontier is more than civilized enough to be a comfortable everyday driver.

The Frontier is logically designed with materials designed to stand up to punishment.

The Frontier's cabin is designed to be durable and easy to use. And that's exactly what it is. Ergonomics are excellent; all the buttons and switches are where one would expect them to be. The big rotary dials and physical buttons made on-the-fly use a piece of cake, especially during cold weather when the driver wearing gloves.

Although monotone and plasticky, the material quality is solid, and everything feels well put together. No errant squeaks or rattles were detected.

The heated leather front seats were well-cushioned and offered good support.

Lower trim levels come with cloth seating.

In front of the driver is a traditional analog gauge cluster flanking a seven-inch digital information display.

It's one of the few high-end Nissan models not to offer a fully digital instrument display.

The Frontier's infotainment setup received a big upgrade this year with a new 12.3-inch touchscreen.

Overall, the 12.3-inch screen looks great, and Nissan's infotainment system, while dated, is pretty easy to use. Unfortunately, its split-screen setup means you can only use 2/3s of its real estate.

However, Apple CarPlay and Android Auto, which are standard, do have access to the entire 12.3 inches of screen.

An eight-inch display comes standard on the base S trim.

The Crew Cab's rear seats offer a solid 33 inches of legroom.

Despite the upright seating position, the rear bench was comfortable to sit in. Rear seat passengers also get a power socket and USB plugs, as well as a sliding rear window.

The 60/40 split rear bench folds up to allow taller cargo to fit in the cab.

Under the rear seats is also where you'll find the subwoofer for the 10-speaker Fender premium audio system.

The pickup's cargo bed comes with a spray-on bedliner and LED cargo lamps.

The bed is also equipped with adjustable Utili-track cargo tie-downs.

The Frontier comes standard with loads of safety tech.

Lane departure warning, blind spot warning, rear cross-traffic alert, rear sonar system, intelligent forward collision warning, and adaptive cruise control are all standard.

My Verdict: The Frontier is everything you need in a straightforward, no-nonsense pickup truck.

In a day and age of turbos, hybrids, and EVs, it's refreshing to encounter a no-nonsense pickup with decidedly old-school sensibilities that's also thoroughly modern.

From its basic work truck form to the fancy SL and off-road-focused Pro4X trims, the Frontier's core essence remains consistent. Everything is centered on its sturdy ladder frame chassis, bulletproof V6 engine, and easy-to-use cabin.

Even when loaded with tech and luxury features, the Frontier still feels like a true, rough-and-tumble truck. It conveys a sense of solidity that inspires confidence in its drivers.

It's been a decade since I last drove the second-gen Nissan Frontier, which was archaic even back then. The improvements and refinements made to the truck in recent years have been impressive.

And unless you need to tow massive trailers or boats all the time, the Frontier delivers pretty much everything you need in a truck for everyday life.

Honestly, it's the kind of truck I'd spend my money on.

• Car shoppers can expect more discounts as cars pile up on dealer lots.
• Most brands had enough cars to last more than 75 days heading into January.
• Oversupply is good for consumers but a headache for dealers.

Holiday car deals will likely spill over into the start of 2025 as some dealers continue to struggle with over-supply.

An uptick in discounts wasn't enough to clear some dealer lots in December. US car dealers had enough vehicles on lots or in transit to last 75 days heading into January, up more than 18% from the same month a year ago, according to data from Cox Automotive. A 60-day supply is considered the benchmark for healthy inventory.

Most brands had inventory levels above that 75-day average, with nine brands holding more than 100 days worth of cars at the end of the month, according to Cox.

This headache for dealers and car companies gives budget-conscious new-car shoppers a much-needed advantage. The supply glut will likely lead to more discounts and give shoppers more room to negotiate for a better deal on a car that has sat for too long on a dealer lot.

Vehicle affordability is a key issue for demand right now, as the average price paid for a new car inches closer to $50,000. That's delivering some stark sticker shock for customers who spent the last few years sitting out of the market waiting for interest rates to come down.

Best brands for a deal

Stellantis brands, including Dodge, Ram, and Jeep, top the over-supply list with between 107 and 122 days' supply.

The embattled Detroit car company struggled with cratering demand last year amid higher prices. After the departure of former CEO Carlos Tavares, dealers are confident that new management will bring sticker prices back in line with customer expectations. In the meantime, discounts are likely to be prevalent.

Nissan is also near the top, with enough inventory to last about 116 days.

Nissan deals are plentiful after the car company brought back an incentive program in the fall designed to whittle down ballooning inventory. The move rustled dealers, who complain these discounts cut into their profits.

Deals for Nissan and Ram vehicles ramped up at the end of the year, with discounts accounting for 13% of the average transaction price for those brands in December, according to Cox.

At the other end of the spectrum, Toyota and its luxury Lexus brand have some of the lowest inventory levels, with less than 30 days of supply. Subaru and Kia sit around the sweet spot of 60 days of supply.

Why oversupply is such a headache for dealers

Oversupply is not new to Nissan or Stellantis dealers. Both groups have clashed with their car companies in the last few years over shrinking dealer profits and growing inventory levels.

Stellantis and Nissan brands topped the list of the least-trusted brands in the annual Kerrigan Dealer Survey.

Chrysler-Dodge-Jeep-Ram dealers posted a historically high level of distrust after publicly criticizing former CEO Carlos Tavares last year. Nissan and Infiniti scored as the second and third least-trusted franchises listed in the 2024 Kerrigan Dealer Survey.

Nearly 60% of dealers from each of Nissan's brands reported "no trust" in the company.

Do you work for a car dealership? Are you seeing the effects of over or under-supply? Reach out to this reporter at [email protected].

• The Infiniti QX80 is a full-size luxury SUV that competes with the Lexus LX and Cadillac Escalade.
• I recently drove a 2025 QX80 in the lower-mid-tier Luxe trim.
• I was impressed by the SUV's eye-catching looks, luxurious high-tech cabin, and quiet ride.

The third-generation Infiniti QX80 got some much-needed updates in 2024 to help it remain competitive against industry heavyweights like the Cadillac Escalade, Lincoln Navigator, and Lexus LX.

I recently reviewed a four-wheel-drive QX80 SUV with an as-tested price of $99,195. I was impressed by the QX's eye-catching looks, luxurious, high-tech cabin, and smooth ride.

The base rear-wheel-drive QX80 starts at $82,450, while the top-spec 4WD variant starts at $110,595. My lower-mid-tier four-wheel-drive Luxe trim test car starts at $92,650.

Here are 18 features that show why the QX80 is a stylish Japanese alternative to the Escalade.

Luxurious cabin

The QX80's cabin is luxurious, roomy, and loaded with tech. The new interior is a big step forward compared to the outgoing model.

I was impressed by Infiniti's excellent mix of materials in the cabin and the quality of the fit and finish. The dual 14.3-inch screen atop the front dash looked great. Unfortunately, the 9-inch touch control screen is a bit of a mixed bag. On one hand, it's a tidy way to organize a maze of controls, but it's far less intuitive to use than physical buttons would be.

Apart from that, interior ergonomics are solid, there's plenty of storage, and the 64-color configurable ambient lighting looks great.

Eye-catching looks

The design of the new QX80 is bold enough to hold your attention but doesn't veer into the garish. It features the latest interpretation of Infiniti's Artistry in Motion design language, highlighted by a large double-arch front grille inspired by bamboo forests.

Twin-turbo power

Under the hood is a 3.5-liter, twin-turbocharged V6 that produces 450 horsepower and 516 lb-ft of torque. It replaces the previous generation's naturally aspirated V8. The VR series V6 is velvety smooth and feels eager to deliver its power.

My QX80 Luxe test car boasts EPA fuel economy ratings of 16 mpg city, 19 mpg highway, and 17 mpg combined.

Air suspension

My test car came with an electronic air suspension system. The suspension can be lowered by 1.2 inches to improve aerodynamics while driving and 2.8 inches for easier ingress and egress. In off-road mode, it can be raised 2.1 inches over its normal ride height to help clear obstacles.

Digital driver's cockpit

In front of the driver is a 14.3 digital instrument display and a heated leather-wrapped steering wheel. The high-quality configurable gauge display is augmented by an optional head-up display.

New infotainment system

The QX80's 14.3-inch touchscreen is equipped with Nissan/Infiniti's latest InTouch infotainment system, which is elegantly designed and easy to navigate. The system features built-in Google Maps, Google Assistant, and Amazon Alexa. Wireless Apple CarPlay and Android Auto are also standard.

Comfortable driver's seat

The Infiniti's tan leather-upholstered seats were soft, supportive, and offered great adjustability. However, the heated and ventilated driver's seat in my test car did not have the optional massage function, although the passenger seat did.

Luxurious second row

QX80s also come standard with the second-row captain's chairs. The QX80's second-row seats are heated, power-operated, and come with a solid 39-inch legroom.

Second-row passengers also have access to their own climate controls and a handful of USB sockets. The top tier Autograph trim comes with massaging seats.

Spacious third row

Third-row passengers have a generous 32.9-inch legroom, roughly the same amount of space you get in coach on a plane. The 60/40 split third-row bench comfortably accommodates two adults, but things get tight if you try to squeeze three people back there.

Panoramic Moonroof

All QX80s come with a panoramic glass moonroof.

Expansive cargo room.

Open the liftgate, and you'll find a stout 22.3 cubic feet of cargo space. With the third row folded, cargo space expands to 59 cubic feet. Fold down the second row, and you'll get a cavernous 101 cubic feet of room.

There's a small underfloor storage area behind the third row.

Remote start

All QX80s come with remote engine start, which is activated by pressing the "curved arrow" on its key fob.

Klipsch premium audio

My QX80 Luxe test car came with a sweet-sounding, 14-speaker, 600-watt Klipsch audio system. Higher-tier Sensory and Autograph models get an even more powerful, 1,200-watt, 24-speaker Klipsch premium audio system. Autograph models even get stylish metal-trimmed speakers built into their front headrests.

Invisible hood view

The QX80's camera system includes a new invisible hood view that allows the driver to see what is immediately in front of and underneath the front of the vehicle. This feature is great for squeezing into tight parking spots or even when off-roading.

Around view monitor

The QX80 comes standard with a 3D Around View Monitor system, which is handy for maneuvering in tight spaces. It also has a new three-dimensional spin feature that lets you see the vehicle's surroundings from eight pre-selected angles.

Towing

The QX80 is rated to tow up to an impressive 8,500 lbs with an integrated class IV tow-hitch and seven-pin wiring harness.

The SUV also comes with a special drive mode geared for towing, while its rearview camera and blind spot warning are designed to assist with hitching up a trailer and ensure safe driving while trailering.

Easy cargo loading

Infiniti's flagship SUV comes standard with its smart handsfree liftgate that activates by kicking your leg under the rear bump. Once the liftgate is open, you can lower the height of the vehicle by 2.8 inches to make loading cargo easier.

Safety tech

The QX80 comes standard with adaptive cruise control and lane-centering technology. You can upgrade to ProPilot Assist 2.1, which allows drivers to take their hands off the steering in certain highway driving conditions.