2004 nissan titan 0 60

2004 nissan titan 0 60 DEFAULT

"This is an in-your-face, up-in-your-grille statement to Detroit that somebody else can build a good full-size truck."

That’s a logbook note from one of our editors about the Nissan Titan pickup. He also wrote, "Compare this to the new Ford F-150 and you’ll see Nissan is using that tried-and-true tactic of under-promising and over-delivering. Plus, in the all-important power department, the Titan’s engine has more displace-ment, more horsepower and more torque than Ford’s optional big motor."

With the F-150—the full-size truck market sales champion—as the new truck’s target, the Titan’s 5.6-liter V8 power does edge the top F-150 V8, a 5.4-liter Triton. The Nissan engine’s 305 hp and 379 lb-ft of torque overtake the Ford 5.4 by 5 hp and 14 lb-ft. Those Titan horsepower and torque numbers also arrive at 100 and 150 fewer revs, respectively, than the F-150’s.

Despite the Titan debuting late last year, owners who contacted us seemed as enthusiastic as longtime F-150 loyalists. Those Titan fans applauded the Nissan’s roomy interior, and we can see (and hear) why.

The Titan is huge inside, with lots of room, even in the back seat. Our test truck’s sticker says, "Largest interior of any 1/2-ton pickup truck."

Our test Titan was a 4x2 SE Crew Cab (the other model is the King Cab, with a longer bed, shorter cab and shorter rear doors). The owners also like the pleasing sounds of the stereo (a Rockford-Fosgate 350-watt system that is standard or optional on most models).

But turn off that stereo and the interior is quiet for a big truck, though several owners told us they enjoyed hearing the Titan’s rugged exhaust note.

Our test truck came outfitted with the $850 big tow package, which included a transmission temperature gauge. Already on the dashboard are an engine coolant temp gauge and an engine oil temp gauge. The three temp gauges should be useful for those who do lots of heavy and/or hilly towing. Owners who wrote to us who do tow with their trucks praised how the five-speed automatic held its gear instead of going gear hunting.

At the track we found the tranny will stay locked in gear and not kick up at redline. From 0 to 60 mph the Titan ran 0.91 second faster than the 5.4-liter F-150, and 0.33 second quicker in the quarter-mile (Feb. 16). We noticed on the slalom that it will kick down, as we started some runs in third gear and found ourselves finishing in second gear. On the skidpad the F-150 barely edged the Titan, 0.73 g to 0.72 g. In the slalom the F-150’s 40.3 mph topped the Titan’s 39.1 mph.

The Titan’s brakes showed some slight fading early in our testing, and the Nissan’s best result took an extra five feet to stop from 60 mph vs. the F-150. The Titan’s top stopping distances are in the range of a regular sedan. Towing capacity is 9500 pounds for the Titan King Cab and 9400 pounds for the Crew Cab, vs. the F-150’s 9900 pounds.

Likewise, the truck performed well on our off-track testing: the rough pavement around railroad crossings and the broken-up asphalt on the road to our test track.

The Titan’s ride impressed owners and staffers. Steering is light without being overboosted, and it has a good feel. On certain sections known for freeway hop, the Titan fared better than many cars we tested. "I can’t feel anything; can’t even hear tires thumping, just a slight wobble of the cabin," said one of our track testers who was testing off-track. "It’s also subdued over lane divider dots, and makes only a slight jiggling on the worst freeway hop."

One area where Titan can’t challenge the F-150 is in sales, as Nissan’s U.S. dealership coverage is dwarfed by Ford’s. But the new Nissan truck shows it is a real player in the strong, competitive truck market.

OWNERS SAY...

The Titan has lots of power and a great, throaty sound. The ride is smooth and firm but not bouncy, and the cabin gives

you a feeling of spaciousness with legroom unmatched by the other trucks I tested. It’s the little things that really make this truck special though. On an 800-mile family road trip to upper Michigan, with the bed loaded with luggage and ski gear, I drove six hours straight without a hint of butt fatigue and not a single complaint from the back.

Don Kuroiwa, Indianapolis

From its clean exterior design to its overachieving powertrain, the Titan exudes sportiness. The factory-applied bedliner and utili-track system are functional and easy to use. The interior is well conceived and roomy, although the materials used are not top-notch. I dislike the fact the gated shifter is not illuminated at night.

Scott Demarest, Caledonia, Wis.

Neither the GMC nor Ford products offered a five-speed automatic, which in the Titan makes highway driving easy,

with buttery-smooth shifts, even under full throttle. The Titan’s layout is beautiful, the seats comfortable, and there is plenty of well-designed storage space. Exterior styling is bold and masculine. The Titan is firm on the road and sure-footed. The V8 sounds fantastic. The truck does, however, sit too high up, and did not come standard with running boards.

Cary Fox, East Dover, Vt.

Titan’s drivetrain simply killed the other trucks I test-drove, including the Ford F-150, Toyota Tundra and Dodge Ram. I ordered the big tow package to get the traction control, stability control and side-curtain airbags. It has proved to have a less choppy ride than the Titans without the tow package. Fit-and-finish is excellent and the exhaust note is great but not intrusive. The interior has great storage capacity with all the comfort and conveniences one could ever need.

Bill Byerly, Houston

MANUFACTURER INFO

Nissan North America

18501 South Figueroa St.

Gardena CA 90248

Customer assistance: (800) 647-7261

Internet address: nissanusa.com

Country of origin: United States

Number of dealers: 1000 (est.)

STICKER

Base (includes $650 delivery): $27,350

As tested: $29,500

Owners paid; average: $24,230 to $35,780; $31,350

OPTIONS AS TESTED

Popular package, with power seats, adjustable

pedals, six-disc CD changer, audio upgrade,

overhead consoles ($1,300); big tow package,

with Class IV hitch, wiring harness, power

extending tow mirrors, heavy-duty battery,

3.357 axle ratio, transmission temperature

gauge, traction control ($850)

OTHER MAJOR OPTIONS

DVD package, with seven-inch monitor, wireless

headphones ($1,450); high-utility bed package,

with spray-on bedliner, utili-track channel system,

lockbox, bed power outlets, tailgate lights ($900);

off-road package, with fog lights, rancho shock

absorbers, skid plates, tow hooks, 17-inch wheels

with BFGoodrich All-Terrain tires ($850, requires

popular package); side-airbag package ($850)

CHASSIS

Body-on-frame four-door truck

DIMENSIONS

Wheelbase (in): 139.8

Track (in): 67.5 front, 67.5 rear

Length/width/height (in): 224.2/78.8/75.1

Curb weight/GVWR (lbs): 5019/6486

CAPACITIES

Fuel (gal): 28.0

Cargo (cu ft): 48.1

Towing (lbs): 9400

ENGINE

Front-longitudinal 5.6-liter/341.73-cid dohc V8

Horsepower: 305 @ 4900 rpm

Torque (lb-ft): 379 @ 3600 rpm

Compression ratio: 9.8:1

Fuel requirement: 87 octane

DRIVETRAIN

Rear-wheel drive

Transmission: Five-speed automatic

Final drive ratio: 3.357:1

SUSPENSION

Front: Double wishbone with coil springs,

gas-charged shock absorbers, antiroll bar

Rear: Rigid leaf springs with gas-charged

shock absorbers, antiroll bar

BRAKES/WHEELS/TIRES

Discs front and rear, ABS, aluminum

265/70R-18 Goodyear Wrangler SR-A

STANDING-START ACCELERATION

0-60 mph: 7.53 sec

0-100 km/h (62.1 mph): 8.00 sec

0-quarter-mile: 15.89 sec @ 90.9 mph

ROLLING ACCELERATION

20-40 mph (first gear): 2.7 sec

40-60 mph (second gear): 3.6 sec

60-80 mph (third gear): 5.8 sec

BRAKING

60 mph-0: 137 ft

HANDLING

490-foot slalom: 39.1 mph

Lateral acceleration (200-foot skidpad): 0.72 g

INTERIOR NOISE (dBA)

Idle: 40

Full throttle: 73

Steady 60 mph: 62

FUEL MILEAGE

EPA combined: 15.87 mpg

AW overall: 14.74 mpg

True Cost to OwnSM

Five-year total: $40,636

Average cost per mile: $0.54

DEPRECIATION

After one year: $6,022

Five-year total: $14,518

True Cost to OwnSM
EXPENSESYr. 1Yr. 2Yr. 3Yr. 4Yr. 5Total
Depreciation$6,022$2,528$2,225$1,973$1,770$14,518
Financing$1,284$1,028$757$471$170$3,710
Insurance$959$993$1,028$1,064$1,101$5,145
Taxes & Fees$1,876$133$120$108$108$2,345
Fuel$1,881$1,937$1,995$2,055$2,117$9,985
Maintenance$463$731$534$1,569$890$4,187
Repairs$0$0$109$259$378$746
TOTALS:$12,485$7,350$6,768$7,499$6,534$40,636
Average Cost per Mile:$0.54

Edmunds.com’s True Cost to OwnSM is a proprietary tool that helps estimate the total five-year cost of owning a vehicle—that is, over and above the cost of buying it. The costs that are estimated include: depreciation, interest on financing, taxes and fees, insurance premiums, fuel, maintenance and repairs (assuming 15,000 miles per year, 10-percent down and 60 months financed). Your actual costs may vary.

For a more in-depth breakdown, or for information on other vehicles’ True Cost to OwnSM, please visit .

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In the cosmos of full-size pickups, size matters. That's one reason Nissan chose the name Titan-a mythical earth giant characterized by brute strength and primitive appetites. Today, our only remaining earth giants are Dick Butkus and the former governor of Minnesota.

Last January, we suggested Nissan name this truck the Whopping Colossus Carnivore. The marketing guys said the name didn't matter-they had obviously been drinking-as long as no one perceived this truck as anything other than "as full as full-sized gets." That shouldn't be a problem. The Titan is 2.5 inches longer than Chevy's Avalanche, 2.9 inches taller than a Silverado SS, and 11.5 inches more endowed of wheelbase than a Toyota Tundra. Plus, the Titan's got enough fake chrome on its nose to outfit a Roppongi sushi bar. Still, the Nissan bloodlines shine through. If you could get the Titan's high-school yearbook photo, you'd notice its resemblance to a little Frontier.

This truck comes in two-wheel-drive and four-wheel-drive layouts, in XE, SE, and LE trim. There's a King Cab, whose bed is six feet, six inches long, and a crew cab (as tested here), with a bed one foot shorter.

Buried below every Titan's surprisingly short hood is a mighty wangdoodle of an all-alloy 32-valve V-8, built in Decherd, Tennessee, of all places. It produces 305 horses at 4900 rpm. That tops the Toyota Tundra's multivalve V-8 by 65 horsepower. Truck buyers have historically pooh-poohed twin-cammers for their peakiness. Nissan insists this one isn't, producing 90 percent of its torque below 2500 rpm. But it's still a gentleman at step-off. Throttle tip-in is far gentler than in two previous preproduction Titans we sampled; now it's refined, subtle, never hot-roddish. The power builds rapidly and smoothly, with a throaty V-8 whoop that will mesmerize Pro Stock fans. Around town, it feels a little like the Northstar V-8 in Caddy's SRX. Which isn't a bad thing to feel like. The real fun begins at 4000 rpm-yeah, a little high-and from there to the automatic-shifting redline (5800 rpm), the Titan is a Titan rocket. Hold your foot flat and, at each upshift, revs return smartly to 4000 rpm, ready again to make the most of that meaty third of the band. It means the Titan is a champ at passing slower machinery on back roads. Notice its 3.5-second 30-to-50-mph top-gear time-only 0.1 second behind the 345-horse hot-rod Silverado SS.

In fact, our 5030-pound Titan clobbered 60 mph in 6.9 seconds. That's 0.9 second quicker than either a Dodge Ram 2500 Quad Cab with a 345-horse Hemi or a GMC Sierra Denali with a 325-hp, 6.0-liter Vortec V-8-two of our favorite trucks. It's odd to find yourself at the helm of a full-size pickup with such squeeze-and-squirt prowess. Heck, the Titan rolls through the quarter-mile at the same velocity as a Mercury Marauder, and it's a 10th quicker.

We found the rack-and-pinion steering a little heavy at parking speeds, though it lightens acceptably by 25 mph. It's always somewhat leaden, though-perhaps the price paid for filtering out kickbacks so nicely. Tracking at freeway speeds is exemplary. At a 70-mph cruise, the Titan is as quiet as a Tundra Limited. The greatest audible irritant is wind tumbling around the huge F-250-like twin-boom mirrors.

Cockpit ergonomics are close to flawless. The window and door-lock switches, for instance, are on a lone, flat, up-facing panel perched at the base of the A-pillar, always within reach of a left finger. The steering wheel is fat and grippy. The three rotary climate controls are a paradigm of intuition, as are the radio's rotary volume and tuning knobs-a modern rarity. Even while wearing gloves, you can operate virtually all the secondary controls. The huge gauges feature bold white numerals on a black background, the wipers are Lexus quiet, and the A/C's max setting should be labeled "Resolute Bay." Overhead are five of those ubiquitous plastic swing-down sunglasses holders-the Titan clearly has a future with optometrists. Plus, there are seven grab handles, about what you'd expect in a restroom at Bill Knapp's.

As far as we could tell, there are two ergonomic quirks only: a liquid-crystal PRNDL readout that fades in sunlight, and a column shifter that won't let you shift manually. To do so, you instead must depress an overdrive kill button at the column's tip, then shift up or down by flicking your thumb banjo-style across a tiny toggle. You'll get used to it in a few days. And shifting in this manner does allow you to delve 700 revs deeper into the redline, though it doesn't yield quicker 0-to-60 sprints. But the system requires more focus than your average trucker will likely care to summon. If you order the optional captain's chairs, you'll get the more familiar gated console shifter that solves both problems. But it eats a lot of floor space and spoils the middle perch on that otherwise fantastically useful front bench.

 

All the seats, by the way, are terrific--firm, supportive, clasping. They're a trifle dowdy-looking, though. Art guy Dan Winter described them as "Wisconsin wedding-suit fabric." The crew cab's split rear seats, which accommodate three bratwurst-laden adults, are about an inch too short to provide perfect thigh support. I nonetheless rode 100 miles back there with no complaint, in part because my knees were always six inches from the front seatbacks. Legroom, hiproom, footroom--all are astonishing. Even welders wearing steel-toed boots will fit. The rear cushions can be folded against the rear bulkhead, creating 34 inches of fore-and-aft floor space.

Our crew cab's bed, rated to lug 1850 pounds, is 67.0 inches long. It's 50.0 inches wide between the wheel wells, 61.0 inches everywhere else. The Titan's bed is coated in a thick, slip-resistant pebble finish that Nissan says will make plastic liners redundant. We'll see. At least it looks great now.

Our Titan was fitted with the Big Tow package, which includes all manner of manly stuff, including a Class IV hitch and a heavy-duty radiator. You'll be able to tow 9400 pounds--a couple of dead refrigerators, the Statue of Liberty's pedestal, Tony Swan's race car. Nissan has made a big deal out of the lockable storage bin on the Titan's left-rear flank. In truth, it's fiddly to open and won't hold much--jumper cables, a pint of Jim Beam, a deck of cards.

Even on Michigan's ruined roads, our two-wheel-drive Titan delivered a restful, compliant ride, with no head toss--a real accomplishment in a live-axle layout. Ride motions were beautifully damped and rarely intrusive, even over washboard gravel. For so formidable a vehicle, roll control was also good. We had little trouble storming our 10Best loop and keeping the Titan on the happy side of the center line. The ride-and-handling trade-off here reflects a lot of careful calibrating. The silent and supple 18-inch Goodyear Wranglers, in particular, are a great choice for pavement. Still, the Titan's 0.71-g skidpad grip fell short of the 0.75-g average we logged in a four-wheel-drive truck comparo in 2002.

This truck's five-speed automatic is itself a high-five: seamless wide-open-throttle upshifts, kickdowns that never provoke neck muscles. The box is uncanny about either being in the correct gear or reacting instantly to summon it. And the brakes are strong and easy to modulate, though the pedal emits some funky clunks. In this class, any sub-200-foot stop from 70 mph is swell.

The chassis and the body felt adequately rigid, and we noticed no bed shimmy. But the Titan is perhaps not as rock solid and twist-free as the latest F-150. And in some matters--the tinniness of its rear doors, for instance, or the crudeness of its tailgate's action--the Titan could still learn a trick or two from, say, a Silverado.

Brand loyalty in this niche is fierce. Blue-oval and bow-tie adherents, especially, would rather dump spouses and root for out-of-state college teams than invest in the enemy camp's truck. Nissan is thus wise to woo them with big horsepower--a sure route to a hard-hatted man's heart.

Nissan will assemble a trifling 100,000 Titans annually at its $1.43 billion facility in Mississippi. That's close to the number of Tundras produced in 2001 and 2002. Going big costs big, and Nissan has been fearless about signing some scary checks--$500 million at the engine plant alone. What's more, thousands of employees are being expensively trained in the quirks of full-size trucks, and many dealerships are being retrofitted with larger lifts, tire changers, and alignment racks. Heck, Nissan had to install a big new door at its California HQ just to drive a Titan inside.

This truck maybe isn't a mythical earth giant, but it's an effective tool that is as calm, quick, and user-friendly as full-size pickupping gets. A Titanic first effort, depending, of course, on prices, which won't be fixed until November.

"Intergallactica Freightship Saber Tooth" might have been a good name.

ANDRÃo/oo IDZIKOWSKI

The Big Three finally have some serious competition in the full-size pickup-truck market as Nissan has managed to produce a genuine contender. Unlike the seven-eighths-scale Toyota Tundra, the Titan has the size--and the power--to give the home teams a run for their money. The Titan also has a couple neat features that the other trucks don't: With parking spaces getting ever narrower, the rear half-doors on the King Cab open out to almost 180 degrees, and that makes loading kids or cargo in the back seat a lot easier. Plus there's a cargo bin in the left rear fender for storing grimy items such as jumper cables and tow straps that otherwise usually clutter up the cab.

LARRY WEBSTER

The Titan is a perfect example of a company staying up late and doing its homework. Nissan got the easy stuff right with the torquey V-8 engine, smooth transmission, and a correctly large body that's the equal of the domestics. This truck has good road manners, too, and a roomy rear seat. It's the little things, though, that suggest how much midnight oil Nissan burned. The anchor points in the bed are easily accessible, there's a handy storage bin behind the rear wheel, the seat fabric looks durable and easy to clean, and the turning radius is reasonably tight. Sure, these are small details, but in this competitive segment, they matter.

CSABA CSERE

Four camshafts, 32 valves, and 5.6 liters of displacement simply will not be denied, as clearly demonstrated by the gutsy performance of this big Nissan pickup. I also appreciate its comfortable and spacious interior, the clever, easily adjustable partition in its bed, and its overall sense of quality and strength. For my taste, the steering is a little trucklike--slow and heavy--but otherwise, it's a delight to drive. In fact, it will take a comparison test to sort out just how well it measures up to the new Ford F-150, as well as the existing full-size pickups. Meanwhile, every manufacturer in this segment will be feeling the pressure from this strong new entry.

Specifications

VEHICLE TYPE: front-engine, rear-wheel-drive, 6-passenger, 4-door truck

ESTIMATED PRICE AS TESTED: $30,500

ENGINE TYPE: DOHC 32-valve 5.6-liter V-8, aluminum block and heads, port injection

Displacement: 339 cu in, 5552cc
Power (SAE net): 305 bhp @ 4900 rpm
Torque (SAE net): 379 lb-ft @ 3600 rpm
Redline: 6100 rpm

TRANSMISSION: 5-speed automatic

DIMENSIONS:
Wheelbase: 139.8 in Length: 224.2 in
Width: 78.8 in Height: 75.1 in
Curb weight: 5030 lb

C/D-TEST RESULTS:
Zero to 60 mph: 6.9 sec
Zero to 100 mph: 19.6 sec
Zero to 110 mph: 28.3
Street start, 5-60 mph: 7.1 sec
Standing ¼-mile: 15.4 sec @ 91 mph
Top speed (drag limited, est ): 114 mph
Braking, 70-0 mph: 193 ft
Roadholding, 300-ft-dia skidpad: 0.71 g

ESTIMATED FUEL ECONOMY:
EPA city driving: 15 mpg
EPA highway driving: 19 mpg
C/D-observed: 15 mpg

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Sours: https://www.caranddriver.com/reviews/a15134246/nissan-titan-56se-crew-cab-road-test/
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2004 Nissan Titan - Road Test & First Drive - Motor Trend

Supersize it

Nissan Titan Full Overview

The company that first introduced America to the wiles of the compact pickup some 45 years ago is finally giving its truck buyers a move-up property--its first-ever full-size pickup truck. Currently, two out of every 10 new vehicles sold in the U.S. are pickups, and domestic-brand full-size versions outsell smaller versions by at least three to one. It's a big country. And Nissan wants a piece of it. Though the Titan won't arrive until the end of 2003, Nissan still afforded us an early look at two development mules. While their interiors and exteriors were cobbled together in typical prototype fashion, they still contained close-to-production drivetrain and chassis bits, which are what most interested us at this early stage. We poked around underneath a 4WD Crew Cab, examining the stout-looking fully boxed frame, hefty Dana axles, outboard rear leaf springs, and other purpose-built hardware. As Titan Chief Product Specialist Larry Dominique puts it, "Nissan needs to earn full-size truck credibility." From the bottom up, the Titan certainly looks substantial.

In every major dimension, the Titan measures within an inch or two of the half-ton rigs offered by Ford, Dodge, Chevrolet, and GMC. There's plenty of spread-out room inside for five or six well-fed Americans and their gear. True in scale to the Alpha T concept shown at the 2001 Detroit auto show, the Titan feels big, but not clumsy. There's a finer edge to the Titan, evident even in the early prototype mules, than is normally found in this segment.

We took a RWD Titan King Cab out for a shakedown run on a handling course and a high-bank oval. This rig has beans. Though a final horsepower figure hadn't been released at press time, Nissan's standard 5.6-liter DOHC V-8 feels at least as potent as the 5.7-liter/345-horse OHV in the DodgeRam Hemi. Throttle response is crisp, no doubt aided by the Titan's Variable Intake System. Transmission upshifts and downshifts in the standard five-speed automatic are handled quickly, with no fumbling around for the right ratio. Midlevel and top-line models with bucket front seats get a gated floor shifter.

The Titan's engine-speed-sensitive rack-and-pinion steering is notably more communicative than the full-size truck norm. You can pick a line and hold it, without sawing back and forth in search of an elusive on-center feel. When negotiating a series of curves, this Nissan takes inputs to the helm without fuss. And the truck is more agile in tight maneuvers than you might think; its 41-foot curb-to-curb turning diameter is considerably tighter than those of the Tundra or Dodge Ram.

Nissan's new full-sizer is more than half a foot longer and at least three inches taller and wider than the Toyota Tundra. The Titan will hit the ground running with half-ton models available in four levels of trim and in two cab configurations: extended four-door King Cab and four-door Crew Cab. Because all Titans share the same 139.8-inch wheelbase and 224.2-inch overall length, the longer Crew Cab with its four full-size front-hinged doors comes with the shorter 5-foot 7-inch bed, and the comparably shorter King Cab features the longest available 6-foot 7-inch bed. On the Crew Cab, big rear doors open to a generous rear seat that offers roughly eight inches more rear legroom and about an inch and a half more rear headroom than the already spacious King Cab. Aiding ingress/ egress in the King Cab are rear-hinged rear doors that even a contortionist could love; the doors pivot nearly 180 degrees to allow unfettered access from the rear, ever handy in tight parking spaces. They're an industry first.

The Titan's bed may not be the largest in truckdom, but it does do tricks. Rails built into the bed floor and sides can be fitted with an optional divider, tray, or toolbox (or any combination of the three) that slide fore and aft to make work and play easier. Other accessories include a flip-out bed extender and overhead ladder racks. Nissan will also build Titans to order with a factory-applied spray-in bedliner.

Say what you will about the Alpha T-inspired blistered fenders, snaggletooth grille, and domed hood, the Titan goes its own way in the styling department. It also packs such features as an optional Rockford Fosgate 10-speaker sound system, DVD-based navigation system with a Leno-like pop-up screen, bi-plane side mirrors, and lockable bedside storage compartment. Other neat touches include an available switch-on-demand, electronically locking rear differential, optional Rancho Performance shocks, and Vehicle Dynamic Control with traction control. A tire-pressure warning system is standard, as are large four-wheel discs with ABS, electronic brake distribution, and Brake Assist. The Titan will tow up to 9400 pounds, 2200 more than a Tundra.

Nissan knows it's taking on the lions--in this case, the Dodge Ram, the GM twins, and the new-for-'04 F-150--in the lions' den: America. Pickup buyers are a fiercely brand-loyal lot; they go with what they know and what they like. But today's consumer will acknowledge innovative, well-executed products with his purchase dollars. Based on this poke, prod, and drive, we suspect the Titan will score significant market share and keep the segment leaders on their toes.

Looks good! More details?
2004 Nissan Titan
Price range$22,000-$33,000 (est)
Vehicle layoutFront engine, rwd or 4wd, 4-door ext cab or crew cab, 5- or 6-pass
Engine90* V-8, alum blk/hds, DOHC, 4 valves/cyl
Displacement, ci/cc345.7/5665
Horsepower, rpm350 (est)
Torque, rpm380 lb-ft (est)
Transmission5-speed auto
Curb weight, lb4600 base (est)
0-60 mph, sec8.0 (est)
On sale in U.S. Winter 2003/2004
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2004 Nissan Titan 0-60 with flowmaster 40 series

2004 Titan Nissan 0-60 times

2004 Nissan Titan

0-60 Times is from 7.2 sec

for a 317 horsepower trim and to 7.2 sec

for 317 horsepower

LE 4x4 Crew Cab

305 Hp, 379 Lb-Ft., 5316 Weight

XE 4x4 King Cab

305 Hp, 379 Lb-Ft., 5012 Weight

SE 4x4 King Cab

305 Hp, 379 Lb-Ft., 5144 Weight

LE 4x4 King Cab

305 Hp, 379 Lb-Ft., 5258 Weight

XE 4x4 Crew Cab

305 Hp, 379 Lb-Ft., 5068 Weight

SE 4x4 Crew Cab

305 Hp, 379 Lb-Ft., 5192 Weight

LE 4x2 King Cab

305 Hp, 379 Lb-Ft., 5027 Weight

SE 4x2 King Cab

305 Hp, 379 Lb-Ft., 4913 Weight

XE 4x2 King Cab

305 Hp, 379 Lb-Ft., 4781 Weight

SE 4x2 Crew Cab

305 Hp, 379 Lb-Ft., 4878 Weight

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Sours: https://zero60times.com/0-60-times/nissan/titan/2004/

Titan 0 nissan 60 2004

A convenient time for him. Liza did not care where, because she did not go anywhere further than the Russian south. She will spend the rest of her vacation at home: the businessman was not going to let her go, even to visit her parents. - There is no need to wander around the wilderness; if they want to see you, let them come themselves, I will pay.

Lisa did not initiate him into family problems with a drinking father and was not very eager to see him, although.

2021 Nissan Titan 0-60

Why don't you join us. I just thought about it, he said, presenting himself naked in front of them with a member sticking out. He walked over to the bed, where his wife lazily rose and fell on a young cock that filled her vagina.

Now discussing:

Duvall took her face in his hands and looked carefully into her eyes, drowning in the cold waves that splashed in his gaze. - As soon as you burst in, slamming the door, and began. to pester me, - he smiled, - I immediately realized that you are trying not to let me ashore.

- Okay, - Anna twitched again, - let me go, I will tell.



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