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Motor Trend
5 days ago
- Automotive
- Motor Trend
2025 Nissan Armada Platinum Reserve First Test: Do You Really Need the Infiniti Version?
Pros Luxury for less ProPilot Assist 2.1 is great Powerful engine Cons Thirsty engine Small third-row seat Still nearly $90,000 The 2025 Nissan Armada is all-new, but it remains related to the Infiniti QX80. As with, say, a Chevrolet Tahoe and Cadillac's Escalade, there are obvious mechanical links between the Nissan and Infiniti, but unlike those (and other mainstream SUVs with luxurious relatives), there exists some overlap between the Armada and the QX80—if you opt for the fancy Platinum Reserve trim level tested here. The nicest Armada available offers such overtly luxurious amenities that you might wonder if Nissan's marketing department has gone to war with Infiniti's. And when you look at the Armada Platinum Reserve's price, you really start to question if you should bother looking at the Infiniti QX80 at all. 0:00 / 0:00 For the 2025 model year, the Nissan Armada is a mostly new machine. It's slightly larger, wears buff new bodywork, sits on a new platform, and drops the old model's V-8 engine in favor of a more modern twin-turbo 3.5-liter V-6. While the loss of two cylinders and some displacement might seem like downgrades on paper, the reality is that the V-6 makes 25 more horsepower and 103 lb-ft more torque than last year's naturally aspirated V-8. It also trades its seven-speed automatic transmission for a nine-speed auto for improved acceleration and better fuel efficiency. This combination is good to tow up to 8,500 pounds, and the Armada includes a Class 4 tow hitch and seven-pin harness preinstalled. Both the Platinum Reserve and the Pro-4X include an integrated trailer brake controller, as well as a new-to-Nissan Trailer Blind Spot Monitoring system, which can check your blind spots (trailer included) after inputting the length of the trailer in the system configuration, but that extra visibility is limited to 33 feet. This is part of the latest camera system on the Armada that includes the 3D around-view monitor, invisible hood view, and front wide view—a wide-angle front camera to let you see ahead of your bumper to keep from hitting parked cars, buildings, curbs, and other roadway obstacles at low speeds. A particularly useful feature on the rather large Armada. Steering wise, the new Armada drops the electrohydraulic power steering for a fully electric rack, allowing the 2025 Armada to have a quicker steering ratio and not feel like you're constantly moving the wheel just to park it in a space or garage. Further, you gain wireless Android Auto and Apple CarPlay on all Armadas, and the SL and higher trim levels feature wireless device charging in the center console. Helping put the Platinum Reserve on top of the Armada lineup is a Klipsch premium audio system with 12 speakers plus a subwoofer and a 600-watt amplifier. Helping the Platinum Reserve overlap with the QX80 is pretty much everything else this loaded SUV comes with, all of which also is offered on the Infiniti, including a new air suspension, the same twin-turbo V-6, and more. My, What Nice Stuff You Have One Armada feature that especially will catch your attention is the ProPilot Assist 2.1 system that allows hands-free driving. First, while standard on this version of the Armada, in order to get equivalent tech on the QX80 you must step up to its second trim level, the QX80 Luxe. A win for the Platinum Reserve, to be sure, though the less capable but still decent 1.1 system is available elsewhere in the Armada family, including the Pro4X off-road version we've tested previously. ProPilot is one of the smoothest-braking semi-autonomous systems we've experienced, and it is so deft that you don't realize it's hitting the brakes. Rather, it feels like it's just letting off the gas and using the natural engine compression to slow the big Armada down. But no, it's applying the brakes and slowing down quite smoothly and wonderfully in response to traffic or obstacles ahead. It also seems very competent at driving itself around the SoCal interstates and freeways surrounding MotorTrend's L.A. headquarters, easily dealing with drivers cutting us off and stop-and-go traffic. It never wants to brake aggressively, so it is smooth and confidence-inspiring in operation. While it does feel like it holds to the left of the lane a little too much, it's also not the worst offender in doing this and is mostly centered within our point of view behind the wheel. Again, that this fatigue-reducing driver assist is standard as part of the NissanConnect three-year free trial period is a wow factor for the Nissan. Like other limited hands-free systems, there are only certain roadways it will work on and after three years, you'll need to pay to keep those 'HD maps' up to date. New Tech, New Spaciousness The new Armada's 14.3-inch 'monolith' digital instrument panel is very bright at night and, when set at its brightest, can almost drown out the head-up display projected onto the windshield. But there is some good news: You can turn that brightness down without digging around in several pages of menus hunting for the darn thing. With more and more vehicle controls industry-wide being buried in more and more menus, having something as critical as instrument screen brightness still handled by a touch button on the dash is a welcome change. You'll find it right on the panel, and it's obvious when you look at it because the steering wheel doesn't obscure it. Simplicity can equal luxury, it turns out! We will say we're not the biggest fans of pushbutton gear selectors and would rather have a lever or a dial. We understand why Nissan did it—Lincoln, for example, has similar controls in the Navigator full-size SUV, too—we're just not fans of it. A column shifter would achieve the same console-space-saving goals, though we get that buttons are easier to design around than a physical shifter, and that allows for a cleaner and more open interior design. It's also nice to have a power telescoping and tilt function steering column. Hopping into the captain's chair in the second row is a very comfortable experience for this over 6-feet-tall writer, but those seats are not powered. It's all manual, but having the ability to slide the middle seat back and forth is still a nice way to share available legroom. It's all the same leather material for the front and rear seats, too. The rear seats feature their own climate control system with heated seats, and both second-row passengers can power their devices using the two USB C ports or the 12-volt port on the back of the center console. The third row is still tight for anyone other than small children even with the second-row seat fully forward, but those rearmost seats power-fold up and down with a switch in the cargo area. There are two fold-down buttons for the second-row seat backs but getting them back up remains a manual matter. Overall, we really don't have any other major complaints about the Armada's packaging. It's a great but huge vehicle, and parking is a struggle for street parking in the city. But that's where the 360 cameras come in so handy, and we wish more vehicles came standard with one. It helps so much when you're trying to park a huge monster of a truck like the Armada and make sure you don't curb those expensive 22-inch aluminum wheels. Smaller Engine, Similar Performance Drive the 2025 Armada Platinum Reserve, and you might come away surprised it's powered by a 3.5-liter twin-turbo V-6 (that is, if no one told you what was under the hood). Despite this fully loaded Platinum Reserve's 6,082-pound curb weight, that smaller engine helps the SUV get around with ease thanks to its 516 lb-ft of torque, which arrives at just 3,600 rpm. You'll be able to merge smoothly thanks to its 6.3-second 0–60-mph capability, which trails the last-generation, V-8-powered Armada Platinum (we last tested one in 2022) by 0.1 second. Wait, the new Armada is … slower? If only just—but remember, the old one was about a hundred pounds lighter. Nevertheless, the V-6 feels far less winded when pushed than the 5.6-liter V-8 it replaces, impressive given its size. And beyond 60 mph, the turbo engine catches up, posting a quicker 14.7-second quarter-mile time (0.1 second better than the 2022 Armada) at a faster 95.0 mph (versus 94.2 mph). The new Armada also stops shorter from 60 mph (in 121 feet versus 124), while its fresh suspension helps it post higher lateral grip (0.77 g versus 0.74) and a notably quicker figure-eight lap time (27.6 seconds compared to the old Armada's 28.3). Disappointingly, given the switch away from the V-8, it's big and it's hungry. Even at its best, the highway mileage is only EPA-estimated at 19 mpg. That then drops to 16 mpg in the city and has a combined rating of just 17 mpg. Those figures are up big time from the old Armada's 13/18/15 mpg figures when equipped with four-wheel drive, but still. Oh, and keep in mind that it also requires premium fuel to get full power out of that twin-turbo V-6, though the Nissan can be fed regular without issue. But Back to That Infiniti… But as far as luxury goes, the Armada drives well and rides merely decently (it can't match a Jeep Wagoneer's cushiness, and the 22-inch wheels ride harshly over bad pavement), while the cabin is classier than before if not quite Infiniti-level, and loaded with every toy you can get on the QX80. So, we ask again, as we did when the new Armada first launched: Why consider the Infiniti at all? A would-be Infiniti customer might reconsider even looking at the similarly priced QX80 Pure AWD. At $86,840, the Armada you see here costs $705 less and includes similar features like ProPilot Assist 2.1, 22-inch wheels, and air ride off the bat. The only plus for the QX80 Pure AWD is two more speakers and flush-fit exterior door handles—and that Infiniti badge. You'd have to be an Infiniti diehard or keen on the fancier badge to not choose the Armada Platinum Reserve here. And consider that it takes that same Infiniti customer an extra $11,800 to upgrade to the QX80's Luxe trim that matches this Armada Platinum Reserve feature for feature. The Infiniti seems to have a ride quality and overall interior styling advantage over this specific Nissan, which doesn't seem to manage its 22-inch wheels as neatly as the QX80 and has less shiny stuff inside. While we're not Nissan product planners and therefore can't speak to the apparent overlap between the newest Armada and QX80 SUVs, it's certainly good news for savvy shoppers eyeing a feature-laden full-size three-row SUV. Looking for luxury on a budget? The 2025 Nissan Armada Platinum Reserve brings Infiniti levels of fancy for less.
Motor 1
19-05-2025
- Automotive
- Motor 1
The Ram 1500 RHO Is An Amazing Everyday Supertruck: Review
Quick Specs 2025 Ram 1500 RHO Engine Twin-turbocharged 3.0-liter Inline-Six Transmission Eight-Speed Automatic Output 540 Horsepower / 521 Pound-Feet Efficiency 14 City / 16 Highway / 15 Combined As Tested Price $88,100 Pros: Fast & Smooth, Rugged & Refined, Rides Like Buttered Memory Foam Cons: Turbo Lag, Busy Interior, Poor Exhaust Tuning Ram 1500 RHO: Don't Call It A TRX Lite Photo by: Christopher Smith / Motor1 Let's clear the air. The Ram 1500 RHO is not a TRX. Yes, it looks largely the same, and it has the same bonkers jump-happy suspension, but the high-output, twin-turbocharged inline-six engine fused with the long-travel suspension gives this truck a personality all its own. This is no TRX replacement, either. That truck with its Hemi Hellcat engine wanted to party all day and do keg stands every night. Meanwhile, the RHO is like a rock star out of rehab, trying to build a better life on the straight and narrow. Both trucks enjoy getting wild, but the RHO will take better care of you in the long run, so long as its demons are kept at bay. Engine, Drivetrain, Horsepower: No Hemi? No Problem Photo by: Christopher Smith / Motor1 Everyone knows about the twin-turbocharged 3.0-liter Hurricane inline-six engine by now. It makes 540 horsepower and 521 pound-feet of torque in the RHO—identical to other Ram 1500 trims that offer the high-output I-6. It certainly doesn't sound like the Hellcat-powered TRX, and with 162 fewer hp, it doesn't go like one either. But the RHO isn't slow by any means. I managed to rip to 60 miles per hour in 5.1 seconds, according to the RHO's onboard Performance Pages. More importantly, I managed to make my 86-year-old mother nauseous from a hard launch. Though to be fair, she does suffer from vertigo. Sorry, Mom. The eight-speed automatic transmission is a silent partner in the background, executing shifts without undue lag or haste. You can engage manual mode by pulling the shift stalk to the left, activating the steering wheel-mounted paddles, which are supremely easy to use. Moreover, the transmission won't automatically upshift if you get carried away on a dusty back road. It sends all power to all four wheels through an electronically managed four-wheel drive system. Interior, Technology, Infotainment: Everything You Want & More Photo by: Christopher Smith / Motor1 Ram doesn't skimp when it comes to tech in the RHO. You'll find a 12.0-inch portrait-oriented center touchscreen standard, with a 14.4-inch screen optional. No matter which you choose, they're brimming with apps, configurable widgets, and for the speed freaks out there, the RHO gets Performance Pages that track stuff like 60-foot times and quarter-mile speeds. A dedicated passenger display is also optional, but every truck has a 12.3-inch driver display. And yes, Android Auto/Apple CarPlay are included. As you might imagine, the driver and center displays are widely customizable. It's all part of Ram's fifth-generation Uconnect system that manages everything from vehicle settings to navigation, over-the-air updates, and phone connectivity. And while there are all kinds of settings to flip through digitally, Ram still fills the 1500 (RHO included) with buttons and knobs for common-use items. For highway traveling, the RHO is available with Ram's Hands-Free Active Driving Assist. Similar to Ford BlueCruise or GM's SuperCruise, it allows drivers to go hands-free on approved roads. Provided the left lane is clear, manually activating the turn signal will initiate a hands-free pass, and it's pretty intuitive. However, the RHO tended to wander between the lines while driving. And it monitors the driver like a hawk. If my gaze wandered for even a few seconds, the system buzzed and told me to face front. Design: Satisfyingly Bold Photo by: Christopher Smith / Motor1 The RHO could easily pass for a TRX if it didn't have RHO branding on the bed. It has the same wide stance with flared fenders—wide enough to require amber clearance lights mounted in the truck's sizable hood scoop. It bites the ground with 18-inch Goodyear all-terrain tires and a choice of standard aluminum or beadlock-capable wheels. You can only get the RHO as a Crew Cab truck with the short 5-foot 7-inch bed, which fills up surprisingly quickly when you're hauling something as simple as two 54-inch lawn mower decks. All Rams received minor changes for 2025, largely related to revamped lights and slightly resized grilles. The RHO's front and rear fascias are trim-exclusive, and it all combines to exude a properly muscular vibe. Moreover, Ram pulls it off without looking silly or overdone. The truck's proportions are very satisfying, and you can even have the bold RHO branding on the bed removed if you so choose. The tough exterior actually blends well with the RHO's upscale greenhouse. You'll find plenty of leather and soft-touch surfaces amid the digital screens. Alcantara and chrome are scattered about, but the interior is a very busy place. Between the litany of physical control and the pages of settings on the center screen, it can get pretty overwhelming. I still wasn't familiar with everything after a week and hundreds of miles behind the wheel. Managing Editor Jeff Perez felt the same way after his stint in the truck , and I couldn't agree more. Driving Impressions: Awesome Everywhere All At Once Photo by: Christopher Smith / Motor1 With all this in mind, I now present my thesis: The Ram 1500 RHO could be the best half-ton truck on the market right now. The big suspension (13.0 inches of travel in front, 14.0 inches at the rear) absorbs ruts, potholes, bumps, massive potholes, and miles of miserable patchwork on Michigan highways. Everything that works in the dirt makes this an even better daily driver. And I didn't just goof around on some local two-lane roads near my house. The RHO's first mission in my care was a 400-mile round-trip to pick up a new 54-inch mower deck, all done at highway speeds. I wasn't the least bit fatigued after six hours of driving; the RHO's seats were supportive and cozy without being too stiff, and those knobby Goodyear tires weren't nearly as noisy as I expected. Make no mistake, there is some tire noise at speed. But it's not remotely intrusive in the quiet cabin, even hustling along at Michigan's maximum 75-mph speed limit. And if it does become bothersome, it's easily masked by some low-volume music. Just don't play any Guns & Roses. This is a recovering rockstar, after all. Photo by: Christopher Smith / Motor1 Photo by: Christopher Smith / Motor1 The suspension just sucks up everything. I used the Auto drive mode for the journey, which automatically adjusts settings depending on road and driving conditions. It kept the big truck remarkably poised through the sharp 45-mph corners on I-196 leaving Grand Rapids, and an hour later, it conquered broken stretches us US-31 with nary a shudder. As for the engine, the Hurricane is pure butter. It doesn't shake the truck—not at start-up, or idle, or under throttle getting on the highway. It doesn't vibrate or reverberate through the cabin at speed. You don't feel it in the wheel or the floor. It just goes, and if you lay into the throttle, it really goes. I would prefer a bit more low-end power. There's a bit of turbo lag, and it could benefit from better exhaust tuning. It's not bad, but Ram engineers try to make it sound like a deep V-8. The dual exhaust outlets are comically large for a 3.0-liter engine, even one with two turbochargers. When cold, this engine bellows with a noisy rattle that reminds me of a clapped-out 1990s Pontiac Grand Prix with a straight-piped 3800. At least the RHO settles into a decent six-pot rasp when it's warm, but it could be so much better if engineers stop trying to make it sound like a Hemi. Fuel Economy: Don't Ask Photo by: Christopher Smith / Motor1 Losing two cylinders over the TRX doesn't help at the pump. The RHO's official mileage rating is just 15 combined mpg, and after approximately 650 miles (most on the highway) I'm confident in saying that's accurate. I averaged right around 16 mpg during my week with the truck, including just a handful of full-throttle launches. And when it's time to tank up, the high-output engine needs expensive premium fuel. Payload & Towing: An Acceptable Compromise Photo by: Christopher Smith / Motor1 Having a longer bed option would make the RHO a bit more practical for a truck, but you can still do all kinds of truck stuff here. The bed is rated for 1,520 pounds—less than other Ram 1500 trims, but that's the price you pay for a truck that can safely land after jumping three feet in the air. Towing capacity is also a bit less at 8,380 pounds, but that's still plenty for towing a modest boat or a 30-foot camper trailer. Pricing & Verdict: Worth Selling A Kidney For 21 Source: Christopher Smith / Motor1 The Ram 1500 RHO pulls off something I never thought possible. I'm not a truck guy, but I absolutely want this one. It's comfortable to drive anywhere, and with the onboard cameras, it's easy to maneuver. The interior is spacious, more than enough for five adults. It can haul big stuff in the bed and tow bigger stuff with ease. Even the standard version is packed with tech. And when you want to listen to Guns & Roses, the RHO doesn't think twice about ditching rehab for an epic weekend romp. It's also the cheapest way to get the high-output Hurricane in a Ram, with a starting price of $72,090. That's still a truckload of cash, but it's almost $10,000 less than the F-150 Raptor—a truck that has almost 100 fewer hp. And if you peruse dealerships right now, Ram's employee pricing initiative and other incentives have these starting temptingly close to $60,000. Not that I've been checking RHO prices. Well, maybe a little. Competitors: Chevrolet Silverado ZR2 Ford F-150 Raptor Toyota Tundra TRD Pro 2025 Ram 1500 RHO FAQs Is the Ram 1500 RHO the same as the TRX? The Ram 1500 RHO is nearly the same as the TRX, but there are some notable differences. The biggest is the engine, which is a twin-turbocharged 3.0-liter inline-six instead of the Hellcat V-8 in the TRX. Both trucks have a wide stance with muscular styling and long-travel suspension, but the RHO is a bit lighter and the suspension has a bit more travel. How much horsepower does the Ram 1500 RHO have? The Ram 1500 RHO uses the high-output version of the twin-turbocharged Hurricane inline-six engine, making 540 horsepower. How fast is the Ram 1500 RHO, 0-60 and in the quarter-mile? According to Ram, the 1500 RHO can go from zero to 60 miles per hour in 4.6 seconds and turn a quarter-mile in 13.6 seconds. Does the Ram 1500 RHO have a Hemi V-8? No, the only engine offered in the Ram 1500 RHO is the twin-turbocharged, high-output 3.0-liter Hurricane inline-six. How Much Does The Ram 1500 RHO Cost? The 2025 Ram 1500 RHO starts at $69,995, not including a $2,095 destination charge. That raises the starting price to $72,090. 2025 Ram 1500 RHO Engine Twin-Turbocharged 3.0-liter Inline-Six Output 540 Horsepower / 521 Pound-Feet Transmission Eight-Speed Automatic Drive Type Four-Wheel Drive Seating Capacity 5 Speed 0-60 MPH 4.6 Seconds Efficiency 14 City / 16 Highway / 15 Combined Weight 6,200 Pounds (est.) Ground clearance Ground Clearance Towing 8,380 Pounds Base Price $72,090 As-Tested Price $88,100 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? 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Motor 1
12-05-2025
- Automotive
- Motor 1
The 2025 Nissan Armada Is So Much Better: Review
Quick Specs 2025 Nissan Armada Platinum Reserve Engine Twin-Turbocharged 3.5-Liter V-6 Output 425 Horsepower / 516 Pound-Feet Fuel Economy 16 City / 20 Highway / 18 Combined Cargo Space 20.4 / 56.3 / 97.1 Cubic Feet Base Price / As Tested $59,530 / $83,440 Pros: Surprisingly Nice To Drive, Lovely Cabin, Great Engine Cons: Still Feels Massive, Not Super Roomy, Pricey With Options 2025 Nissan Armada: A Massive Improvement Photo by: Jeff Perez / Motor1 The Nissan Armada has always felt like an afterthought among the more-established truck-based SUVs like the Chevrolet Tahoe, Ford Expedition, and GMC Yukon. But not anymore. Nissan thoroughly improved the Armada for 2025, giving it a bold look and an impressively updated interior to go along with a brand-new turbocharged V-6. And don't worry, that smaller engine won't make you miss the V-8. Engine & Drivetrain: No V-8? No Problem Photo by: Jeff Perez / Motor1 Nissan ditched the previous V-8 for a new twin-turbocharged V-6. And we couldn't be happier with the decision. The previous V-8 felt dated and underpowered, while this new 3.5-liter unit—which Nissan swears shares some lineage with the GT-R's motor—packs 425 horsepower and 516 pound-feet of torque. That's a healthy 25 hp and 103 lb-ft improvement over the old V-8. Even with two fewer cylinders, the V-6 has more than enough grunt to move this massive SUV with decent fervor. Dare we say the 6,111-pound Armada feels borderline quick off the line, racing to 60 miles per hour in an estimated 6.0 seconds. The twin-turbo V-6 provides tons of immediate torque and has a strong enough powerband to keep the three-row moving steadily at highway speeds. That new V-6 is paired to a seamless nine-speed automatic transmission, and in this case, rear-wheel drive. All-wheel drive is available as an option on most trims. And if you need to move anything, the Armada has an impressive max towing capacity of 8,500 pounds. Technology & Infotainment: Finally, A Modern Cabin Photo by: Jeff Perez / Motor1 One of the biggest issues with the outgoing Armada was its sparse cabin and limited technology. Not anymore. The new Armada has a lovely interior loaded with tech; the SL and SV models sport dual 12.3-inch displays, while the Platinum, Pro-4X, and Platinum Reserve models upgrade to 14.3-inch screens. The screens are crisp, clear, and easy to use. The Armada utilizes the latest version of Nissan's Connect infotainment system with Google Built-In available, which includes Google Maps, Assistant, and the Play Store. Wireless Apple CarPlay and Android Auto come standard, as you'd expect, and they connect seamlessly. They also look extremely pretty projected onto the Platinum Reserve model's massive center screen. Nissan also offers a 12-speaker Klipsch audio system on the SL, Pro-4X, and Platinum models. Nissan's latest-and-greatest ProPilot Assist 2.1 is available on the Armada, but even on the top-trim Platinum Reserve, it's a $2,900 option. Regardless, you definitely want it. ProPilot Assist 2.1 is Nissan's hands-free active safety system, and it works seamlessly on long highway cruises. Simply tick the ProPilot button on the steering wheel and keep an eye on the road; the Armada will stay centered in the lane, slow down and speed up with traffic, and even suggest lane changes with slower cars in front of it. Design: Bigger But Better Looking Photo by: Jeff Perez / Motor1 Visually, the Armada looks larger than the Tahoe and Yukon—even though it's about two inches shorter than both. The upright proportions and short wheelbase probably don't do it any justice. That said, the design for 2025 is much-improved from its predecessor; the body lines are sharper, the front end is cleaner, and it all feels more cohesive. Depending on which trim you choose, Nissan offers anywhere from 18- to 22-inch wheels, with the Platinum Reserve model getting the biggest shoes of the bunch. The Platinum Reserve also goes heavier on the chrome than other models, with chrome in the grille, side panels, and inserted into the wheels. If you want a subtler look, the Pro-4X model ditches most chrome for black and orange accents instead. Passenger + Cargo Space: Not Super Roomy Photo by: Jeff Perez / Motor1 The Armada is roomy by any measure, but it's down on space slightly compared to some of its chief competitors, especially in the third row. With 32.9 inches of legroom and 36.2 inches of headroom, the Armada falls just short of the Tahoe's legroom and headroom (34.9 / 38.2 inches), and well short of the Expedition (41.1 / 40.0 inches). Cargo volume behind the third row is just 20.4 cubic feet compared to the Expedition's 21.6 cubes and the Tahoe's 25.5. Fold the Armada's second and third rows flat, and that figure swells to 56.3 and 97.1 cubic feet, respectively. Driving Impressions: Heavyweight Light On Its Feet Photo by: Jeff Perez / Motor1 For such a massive SUV, the 2025 Nissan Armada is surprisingly light on its feet. The new chassis boasts a 25-percent improvement in torsional rigidity and a 57-percent increase in lateral stiffness, which means less body roll. It hasn't been quashed entirely, but the Armada handles itself well in turns otherwise. The steering is light and precise, but not so vague that you have no idea what the SUV is doing. And thanks to the standard four-corner air suspension, the ride is unbelievably soft; the Armada floats over potholes and skips over speed bumps without issue. Fuel Economy: Not A Fuel-Sipper The Armada isn't the most efficient SUV of the group. The three-row returns 16 miles per gallon city, 20 highway, and 18 combined at its most efficient. With 4WD, those numbers drop to 16 city, 19 highway, and 17 combined. The Tahoe gets 20 city, 26 highway, and 22 combined at its most efficient, while the Expedition returns 16 city, 24 highway, and 19 combined. Pricing + Verdict: Bigger and Better The Armada comes in multiple trims for 2025, with the base SV starting at $59,530 with destination, which costs a somewhat ridiculous $2,010. That base price undercuts both the Tahoe ($61,195) and Expedition ($63,995). Off-road enthusiasts will appreciate the addition of the rugged Pro-4X trim, which packs more off-road capability for $75,70. The Platinum Reserve model tested here sits at the top of the range and costs $79,000 to start. This particular model adds options like ProPilot Assist 2.1 ($2,900), premium paint ($990), and carpeted floor mats ($550), bringing the as-tested price to $83,440. That's certainly no small sum to pay—especially before adding AWD. But with major upgrades to the exterior, interior, and powertrain, the Armada no longer feels like an afterthought. It's a genuinely great three-row SUV. Competitors Chevrolet Tahoe Ford Expedition GMC Yukon Toyota Sequoia 2025 Nissan Armada FAQs Is The 2025 Nissan Armada Bigger? Yes, the Nissan Armada is slightly bigger for 2025. The three-row SUV is now 209.7 inches long versus last year's model, which was 208.9 inches long. That also yields more interior volume, including in the third row, which now has 32.9 inches of legroom and 36.2 inches of headroom. What Is The New Engine In The 2025 Armada? The 2025 Armada has a new twin-turbocharged 3.5-liter V-6 engine. The three-row SUV ditches its previous 5.6-liter V-8 for a more powerful, more efficient V-6. Does The 2025 Armada Require Premium Gas? Yes, Nissan recommends premium gas for the Armada's twin-turbo 3.5-liter V-6. The company says to use 91 octane or higher fuel for optimal engine performance. 2025 Nissan Armada Platinum Reserve Engine Twin-Turbocharged 3.5-Liter V-6 Output 425 Horsepower / 516 Pound-Feet Transmission Nine-Speed Automatic Drive Type Four-Wheel Drive Efficiency 16 City / 19 Highway / 17 Combined Weight 6,111 Pounds Towing 8,500 Pounds Seating Capacity 7 Cargo Volume 20.4 / 56.3 / 97.1 Cubic Feet Base Price $59,530 As-Tested Price $83,440 On Sale Now Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
