With the Murano CC, Nissan has gone outside the box to create its own niche. Looks aside, the Murano CC has done what it set out to do: garner interest, spur conversation, expand the model range, and change (not necessarily raise) the bar for mid-size crossovers. For all the ups and downs, read on.
It's a crossover...convertible
This proper execution is thanks to a significant redesign of everything from the windscreen / A-pillar back, while keeping external dimensions similar to that of its hardtop counterpart. Nissan has also found a way to retain the Murano's "J-Motion" belt line that, with the top down, adds a sense of continuity when following the invisible roofline back from the A-pillar.
Revisions to the standard Murano include cutting out the rear doors while infusing the front units with a healthy dose of Enzyte to the tune of 7.9 inches. Surprisingly, ingress and egress weren't too hampered even with more than half a foot of metal added on (although that may have simply been due to this writer’s lankiness). Losing all that rigidity meant that Nissan had to reinforce the body architecture...a lot. Locations deemed essential bracing points were the area formerly known as B-pillar, the floor, and the sills.
The fully automatic top, available in black or beige, drops in approximately 25 seconds; however, unlike many modern drop-tops, it can only be operated when the vehicle is parked. That means no slow-rolling raising/lowering should rain decide to ruin your day while puttering in traffic.
The Murano CC on the road
Under normal driving conditions, the CVT works like a dream, still prompting a grin at mankind's technological advances; unless putting the pedal to the proverbial metal, acceleration is smooth and uninterrupted.
Ride quality may have been a tad fluttery when rolling over some of San Diego's not-so-well-paved roads in a convertible crossover on 20-inch alloys, but this is to be expected when lobbing off a vehicle's roof, B-, and C-pillars. On the boulevard, however, the ride was smooth and relaxing as expected.
Top-up motoring is fairly standard for a convertible, meaning there are compromises to be made in sound quality due to the soft top and lack of bulletproof glass. With the top down, all that has to be said is this: turbulence mitigation is lacking. One cohort expressed that she was "swimming in [her] hair", but the most noticeable issue was the lack of rear seat belt retainers, which led to an unsophisticated flapping at highway speeds. Other than a bit of buffeting, though, sky-filled driving was a pleasure.
Steering feedback is a different story. Even in the premium market, where ease of use and lack of effort are lauded incessantly, the electronically assisted steering of the CC was beyond feather-light. TOO beyond feather-light. When maneuvering around a parking lot, it was almost impossible to feel any communication between the driver and the tarmac. Not until reaching cruising speeds did it feel like anything was actually happening. Some would say that's the point, but what's steering without feedback?
What's the point?
The CC is a crossover convertible, meaning this Murano looks to kill two birds with one stone: owning a convertible and maintaining utility, meaning offering a usable convertible as a second household car instead of a third. Whether or not that is truly the case, only time will tell.
Either way, with over 900 pre-orders and significant interest, the response is there. As for whether or not we'll see another generation, well, that depends on if there are enough Beetle convertible owners and middle-age moms out there who want to keep their car, possibly get some sun, and increase utility.
At $46,390 (plus $810 D&H) is it the car for me? No, but it could be for some people. The bottom line is this: nit-pickery and little flubs aside, kudos to Nissan for being brave enough to break the mold and then put the result into production.
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