Behind the Wheel

2021 Nissan Titan Review: Looks good but isn't keeping pace with the competition

The 2021 Nissan Titan is a good daily driver.

Photo courtesy of Nissan North America

It's not the most powerful, for full of the most advanced technology, or capable of driving itself down the highway. But, the 2021 Nissan Titan has the most standard power, technology, and safety features in its class. Is that enough?

On the outside, the Titan is a beefy creature. Its mid-generation upgrade last year took care of that. With its Lava Red accents and black trim pieces, the Titan PRO-4X looks sportier than the S, SL, SV, and Platinum Reserve models.

The Nissan gets its power from a 5.6-liter V8 engine that produces 400 horsepower and 413 pound-feet of torque, making it the best-in-class standard powertrain. Nissan says premium fuel is required to hit those numbers, however. Off the line, the truck is strong but midway through its gears, the Titan can't quite find its powertrain sweet spot.

2020 Nissan Titan PRO-4X The Titan PRO-4X stands out on the road thanks to Red Lava and black accents. Photo courtesy of Nissan North America

The truck's engine doesn't make it the most capable full-size truck on the market today, nor does it make it the most efficient. Trailer sway control is standard and a trailer brake controller is available.

Nissan has made the truck's interior perfectly adequate as well, nice even. As tested in the PRO-4X trim level, the Titan had suitable appointments for its price tag, nicer than the Chevrolet Silverado but not as upscale as what you'll find in the Ram 1500. Its seating is spacious enough for adults, but not as roomy as what you'll find in some truck cabins.

On the center of the dashboard is a nine-inch infotainment touch screen. The screen is receptive but the look of its interface is not as attractive as what you'll find in the Ford F-150. A a seven-inch programmable information display sits in front of the driver; it's bigger than what you'll find in most other trucks. There's some tech extras including NissanConnect and a Fender premium audio system that are available making the truck thoroughly modern.

2020 Nissan Titan PRO-4X The Titan PRO-4X also has red-orange accents in the cabin. Photo courtesy of Nissan North America

Thoroughly modern is not advanced, however. Despite being equipped with standard Nissan Safety Shield 360 (a suite that includes automatic emergency braking with pedestrian detection, blind-spot monitoring, rear cross-traffic alert, lane-departure warning, high beam assist, and rear automatic braking (a class-exclusive), the Titan doesn't have the hands-free driving capability that is coming the Ford F-150, nor does it have the type of multi-angle camera tech that is available on the Chevrolet Silverado trucks.

Nissan's infotainment system also isn't the freshest looking, though completely functional. When compared to the smooth and sleek graphics of the systems now in Ford and Stellantis vehicles, Nissan's looks like it was designed by someone without advanced training.

Whether or not you should test drive the Titan comes down to how you answer a few questions:

  • How much do you usually tow/haul?
  • Do you prefer safety technology that interferes with your daily drive or do you prefer tech that demands more driver control?
  • How important are the finer things in life to you?
Other trucks tow/haul more. The F-150 will have more invasive safety tech, and the Ram has a nicer interior. If you're looking for a full-size truck that is well-rounded, comfortable, and leaves the driving up to you, the Nissan Titan is worth a test drive.

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The Nissan Ariya has wind glide over it in the testing tunnel.

Photo courtesy of Nisan Motor Company

Nissan is targeting a drag coefficient (Cd) of 0.297 for the Ariya all-electric crossover. If it can make that number, it will be the company's most aerodynamic crossover to date. What does that mean? Let's take a closer look.

What is drag?

Simply put, drag is an aerodynamic force. It's mechanical in nature, so it is the result of the interaction of a solid body and a liquid. In the case of a car, this liquid is air. (Yes, air is a liquid.) It only occurs when one part of the equation (the solid body or the liquid) is in motion. If there is no motion, there is no drag.

Drag only occurs in the opposite direction of the object's movement. Think of a car cutting through the air as it drives down a north-south road. As the car heads north, the air it passes through is pushed south. The car is in motion; there is drag.

2022 Nissan Ariya

Photo courtesy of Nisan Motor Company

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What is coefficient of drag?

The coefficient of drag, also called a drag coefficient, is a number that aerodynamics professions (aerodynamicists) use to determine the shape, inclination, and flow conditions on a vehicle's drag. The shape of an object (bullet vs. square vs prism, etc.) has a large impact on the amount of drag created by airflow surrounding a vehicle. Objects with narrower front ends tend to have a lower coefficient.

Scientists and vehicle designers want to keep air moving around the car for maximum efficiency. The inclination of the airflow to either move in a smooth, connected pattern, or to be broken up with air sitting, stalling in one particular part of the vehicle, lessening airflow and making the vehicle less aerodynamic.

A vehicle's Cd is determined by plugging various measurements into an equation. Cd is equal to drag (D) divided by the quantity of density (r) multiplied by half the velocity (V) squared multiple by the reference area (A). As an equation, it looks like this: Cd = D / (A * .5 * r * V^2).

The smaller the Cd, the more aerodynamic a vehicle is.

2022 Nissan Ariya

The Nissan Ariya employs aerodynamic wheel design, made to help it cut though the air with greater ease.

Photo courtesy of Nissan North America

What is the coefficient of drag of the Nissan Ariya?

"With the growing shift towards electric mobility, aerodynamic testing is becoming increasingly important. The aerodynamics of electric vehicles are directly linked to how efficiently the vehicle moves – less drag and better stability allows the customer to drive longer distances before having to recharge," said Sarwar Ahmed, Aerodynamics and Aeroacoustics Engineer at Nissan Technical Centre Europe.

Nissan is targeting a 0.297 coefficient of drag for the Ariya. How will it achieve that number? By utilizing precisely shaped body lines and strategically placed air ducts, among other components. There's a bonus to better aerodynamics when it comes to EVs.

"Following official homologation of the Nissan Ariya later this year, we anticipate the range to improve compared to the 310 mile figure shared in 2020 during the World Premiere. This will give drivers more efficiency and confidence to go even further on a single charge," said Marco Fioravanti, VP Product Planning, Nissan Europe.

How does the Ariya's coefficient of drag compare to other Nissans?

The newest Nissans, the Kicks, Pathfinder, and Frontier, don't have their Cd publicly available yet, but other models have their results. The targeted 0.297 Cd in the Ariya is less than that in the 2021 Armada, Murano, and Rogue. But, it's higher than the Nissan Leaf.

The fact that it's higher than the Leaf is not surprising. Shorter cars tend to be more aerodynamic because they sit lower to the ground and have a smaller profile. That also explains why Nissan's largest and boxiest SUV, the Armada, has the highest number on the list.

How does the Ariya's coefficient of drag compare to numbers from other EVs?

The Nissan Ariya's coefficient of drag is higher than that of most other electric cars, crossovers, and SUVs sold in the U.S. Here's where the others measure up:

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The 2021 Cadillac XT6 has familiar familial design attributes, inside and out.

Photo courtesy of Cadillac

When people shop for a new SUV, especially a premium one, they're looking for style and sophistication as well as good seating, a modern infotainment system, and excellent safety features. Cadillac hits most of those checkboxes right on the nose with its 2021 Cadillac XT6. But all that gleams under the spotlight is not a star.

The Cadillac XT6 is mostly unchanged for the 2021 model year. That's both good and bad. The three-row SUV suffers from the sameness factor that many General Motors SUVs do and along with other weighty issues.

The face of the SUV features the same styling cues as the Cadillac XT4 and XT5, which slot lower than it in the company's lineup and the interior is much the same. Sort of a "if you like one Cadillac SUV you'll probably like them all" scenario going on here. That includes the less-then-premium dashboard and infotainment system surfaces.

2021 Cadillac XT6 The dashboard of the 2021 Cadillac XT6 is outfitted in less-than-premium materials.Photo courtesy of Cadillac

2021 Cadillac XT6

The 2021 Cadillac XT6 's upgraded engine option is a 3.6-liter V6 power plant that comes paired with a nine-speed automatic transmission in the Sport and Premium Luxury trim levels. It's powerful enough to get you going with ease and the tranissmision smoothly shifts through the gears.

The all-wheel drive-enabled XT6's biggest struggles are in terms of drive dynamics. The tester XT6 Sport felt too heavy for its frame. At 4,690 pounds the Sport model is the SUV's heaviest variant, by about an NFL lineman. In the XT6, the weightiness came from the mid-rear, where the SUV's AWD mechanics would be located. This made the XT6 less dynamic at nearly every turn from roadway to parking lot.

Small item storage in the XT6 is not ideal, but rear cargo space is better than average. A power liftgate is standard and power-folding third-row seats make reconfiguring the area easy.

The 2021 Cadillac XT6 offers a good amount of rear cargo space.Photo courtesy of Cadillac

The Cadillac XT6 is a good vehicle for its target audience, but it could be better. While there are high points, like the comfortable seats that can be equipped with heating in the first two rows, the low points are mainly when the XT6 is considered versus the competition. Other premium SUVs, like the Acura MDX, have far more comfortable and plush seats.

Another plus is that adults can fit in the third row of the XT6. This is something that older midsize SUVs struggled with but has become more common in recent years with the emergence of the Kia Telluride, Subaru Ascent, and Hyundai Palisade, as well as the redesigned Highlander. However, the XT6 still has less head-, leg-, shoulder-, and hip room than many of those models, in all three rows.

There's nothing cutting edge about the tech in the Cadillac XT6 and that's okay. It's not the Escalade. What is there is perfectly suitable compared to the XT6's main rivals. The main pain point is the SUV's infotainment screen, which is smaller than other offerings in the segment and can appear crowded with information, or lacking information, depending on the use case scenario.

2021 Cadillac XT6 The 2021 Cadillac XT6 has seating for up to seven. Here, it's configured for six.Photo courtesy of Cadillac

All Cadillac XT6 models come with automatic emergency braking, forward collision alert, following distance indicator, lane keep assist with lane departure warning, following distance indicator, a high-definition rearview camera, Safety Alert Seat, and IntelliBeam headlights with rear park assist. Premium Luxury and Sport models also get lane change alert with blind spot monitoring and rear cross traffic alert as standard.

As in the XT5, the XT6 struggles with its lane keeping assist and departure warning technology, which rarely reads the lines until the vehicle is well over them, even in excellent driving conditions (new pavement, fresh lines, bright but not glaring sun). At night, just "fuhgetaboutit", as they say in any number of Martin Scorsese films.

The 2021 Cadillac XT6 starts at $48,990. General Motors loves to get buyers to add on packages and equipment to up the price of their model. All-in, the XT6 Sport tester Cadillac leant for this review had a MSRP of $70,570 after $13,375 in options were tacked on. That's a steep price to pay for this SUV. For that amount of money, it should be better.

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