The previous generation of the Nissan Armada seemed to do one thing really well — offer a lot of passenger and cargo space simply by being huge.
That’s not enough to compete with the others in the large/extra-large three-row SUV class, however, and Nissan knows that. Enter the 2025 Nissan Armada, which is significantly changed.
The styling is new inside and out, the V8 is ditched in favor of a twin-turbo V6, a Pro-4X off-road trim has been added, the frame is more rigid/stiffer, and more.
That’s a lot of change for a vehicle that, quite frankly, needed it.
(Full disclosure: Nissan flew me to Nashville and fed and housed me for two nights so that I could drive the new Armada. I took home two proffered notebooks, one which came from Klipsch audio).
Let’s start with the styling. There’s still a rounded boxy look, but it’s sharper and cleaner that what comes before. Notable pieces of design include C-shaped front- and rear-lamps.
Inside you get two big screens for the gauges and infotainment that run together and integrate into the dash. Meanwhile, the center stack runs into the console, and there are plenty of knobs, switches, and buttons; though there also haptic-touch controls. Thankfully these work relatively well.
You can also easily change the display — and brand historians will love looking for little graphic Easter eggs.
The VR35 V6 is related to the engine from the GT-R — but it’s more like distant cousins than siblings. This one is more tuned for the truck duties that the Armada may be used for — namely towing and light off-roading.
There are power gains — the twin-turbo, 3.5-liter mill makes 425 horsepower and 516 lb-ft of torque, up 25 and 103, respectively, over the previous-gen vehicle.
The transmission is a nine-speed automatic.
Gallery: 2025 Nissan Armada
The engine has little issue moving over 5,000 pounds of curb weight, and it seemed unperturbed towing about 5,500 pounds in a demonstration. Maximum towing capacity is 8,500 pounds.
I drove a Platinum Reserve with all-wheel drive on the road, and while the V6 had no issues getting the procedures kicked off, handling was a predictably mixed bag. On the plus side, the Armada generally handles better than something of this size and shape should. On the negative — there’s a fair bit of body roll when pushed.
The vehicle I drove had all-wheel drive, and Nissan folks told me that the AWD is rear-drive biased.
Nissan’s ProPilot Assist system is present and seems to read the road better than before. The brakes are solid and stout.
Perhaps unsurprisingly, the ride is plush without being overly soft. Perfect for road trips.
I found the interior materials and switchgear usability to be a big improvement over the outgoing model — and materials above the beltline look and feel nice. There is a teeny bit of downmarket material creeping in below the beltline — mostly just harder plastic — but nothing worse than what the competition does.
The third row was a bit tricky for me, a taller adult, since legroom was a tad tight. It’s not so bad as to be child only, but taller/bigger adults won’t be happy.
Outside noise was well muted, and the available Klipsch audio sounded good — though the volume on the pre-production car I drove was temporarily limited via some sort of technical glitch. Turning it off and on fixed the glitch.
Nissan’s zero-gravity seats were all-day comfortable.
Nissan sent us off-road to both test the Pro-4X’s capability but also to demonstrate the plethora of available cameras that can help with tight-quarters maneuvering.
Depending on how you equip your Armada, you might have a camera that can provide views from eight different directions or rotate freely. You can use the dual screens together to make your in-car view larger, and you can even make the hood “disappear”. These are all handy tricks for off-roading or parking in a tight space.
Nissan even blindfolded us by covering the windshield while we tried to use the cameras to avoid hay bales, and they are useful, no doubt.
The Pro-4X handled the assigned trail, which was relatively easy but also tight in terms of clearance, fairly well until things got a bit too muddy. The tires, despite being all-terrain, were the culprit here — they could handle mud to an extent but Mother Nature and her rains gave us too much of the slick stuff.
That said, the Armada’s size is also an impediment in some off-road use cases. You’ll have no issues getting to the campsite in most cases, but you aren’t going muddin’ with your buddy and his Wrangler Rubicon.
That said, the Pro-4X does have legit off-road features such as hill-descent control, skid plates, tow hooks, and a locking rear differential. The wheels are 20s, and an available adaptive air suspension automatically adjusts to the drive mode — and Nissan offers several off-road drive modes — to better take on the terrain.
While the Pro-4X is capable off-road, at least within the constraints of the Armada’s size and tires, I can’t imagine selecting one unless I planned on camping often. Or, I guess, just wanted the slightly more rugged looks. The on-road trims seem better suited to the carpool lane, and the Platinum Reserve I drove would be a better choice for commuting or long freeway stints.
The trim walk works thusly: base SV, SL, Platinum, Pro-4X, and Platinum Reserve. $56,520 gets you in the door, and all models give you the choice between rear-drive or all-wheel-drive — except the Pro-4X, which is AWD only.
Standard features on the SV include Nissan Safety Shield and ProPilot Assist 1.0.
SLs come with a power liftgate, Klipsch audio, and Google Built-In integration for the infotainment system. Platinum adds leather seats and the dual 14.3-inch screens.
Pro-4X we’ve already covered — though there’s also an option package on that model that adds a dash cam and panoramic moonroof. A Pro-4X will start at $73,740.
Platinum Reserves add 22-inch wheels, massaging front seats, and a head-up display.
If you want the more advanced version of ProPilot Assist, you can get it on the SL, Platinum, and Platinum Reserve. Doing so will also add a head-up display, 360-degree camera, and ambient interior lighting.
The all-wheel-drive Platinum Reserve I tested on road started at $79,990 and with the upgraded ProPilot, two-tone paint, splash guards, and carpeted floor mats, it came to $86,840 after the $2,010 D and D fee.
We don’t have EPA numbers for fuel economy yet, but I don’t expect it to be good.
The last time I drove an Armada, I dug its power, highway ride, and ability to haul people and stuff. I didn’t love its outdated interior and generic exterior. It also handled poorly, befitting its size.
The new one looks better inside and out, still feels plenty powerful, and handles better, at least relatively to its size and mission. It remains a great road-tripper, but now it offers a modern interior and sleeker styling that will help it keep pace with its competition.
There’s even a Pro-4X model that lets the Armada do things it couldn’t before.
Nissan has work to do if it wants to get back in the game before it runs into true money trouble. It seems that the engineers and product planners understand the assignment. The Kicks, and now the Armada, have taken huge leaps in the right direction.
That doesn’t mean they’ve gone to the head of the class. There’s still work to be done. But they’re back in the conversation, back in the game.
That might be good enough for now.
[Images © 2024 Tim Healey/TTAC.com]
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Source: The Truth About Cars
