• (4.7) 44 reviews
  • Inventory Prices: $6,362–$15,230
  • Body Style: Sedan
  • Combined MPG: 22
  • Engine: 290-hp, 3.5-liter V-6 (premium)
  • Drivetrain: Front-wheel Drive
  • Transmission: 2-speed CVT w/OD and auto-manual
2010 Nissan Maxima

Our Take on the Latest Model 2010 Nissan Maxima

What We Don't Like

  • Responsive but ill-suited CVT
  • Steering without Sport Package
  • Trunk volume
  • Smallish cabin
  • Dated information in non-nav models
  • Requires premium fuel

Notable Features

  • 290-hp V-6
  • CVT
  • Standard stability system
  • Optional panoramic moonroof
  • Shares platform with Altima

2010 Nissan Maxima Reviews

Cars.com Expert Reviews

Editor's note: This review was written in June 2008 about the 2009 Nissan Maxima. Reliability and crash-test data have since emerged, rendering a predicted reliability score of Better Than Average from Consumer Reports for a new Maxima, and a frontal-offset crash-test score of Good from the Insurance Institute for Highway Safety. IIHS side-impact tests are pending. To see other changes for 2010, click here, or check out a side-by-side comparison of the two model years.

When Nissan introduced the redesigned Maxima to the media, it took pains to emphasize the sedan's back-to-basics approach: It's smaller, nimbler and it's intended to be nothing less than the best-performing front-wheel-drive sedan on the road.

Whether or not the Maxima achieves that is debatable. Absent the Sport Package, the car performs deftly but never tempts you to take the long way to work. The sport-tuned version goes a long way toward fixing this, but given Nissan's target audience for the Maxima — middle-aged men — I suspect ride and cabin quality will matter far more. Nissan scores on both counts; this car feels upstream of the similarly sized Altima. Think of it as a credible alternative to a $40,000 luxury car rather than a conventional full-size sedan, and I suspect you and your bank account will find plenty to like.

This redesign marks the Maxima's seventh generation; I spent a very busy — and very humid — day in North Carolina driving a number of trim levels.

New Maximas hit showrooms in late June. Nissan hasn't announced pricing yet, but says it will be close to the 2008 model, which ranges roughly from $28,000 to $35,000.

Going & Stopping
The Maxima uses Nissan's popular 3.5-liter V-6, groomed here for a not-too-shabby 290 horsepower. It moves the car easily, with fairly seamless torque from a stop to freeway speeds, and it should prove exciting enough for most drivers. Passing power is strong, and under hard acceleration the engine has a high-pitched whine that recalls that of the 350Z. Most impressive is the near-absence of torque steer, which is possible thanks to some very clever chassis tuning — so feel free to mash the accelerator from a standstill, even going into a turn.

Much of the performance story is tied to the continuously variable automatic transmission, which is the only transmission available this year. (Nissan offered a stick shift in the previous Maxima's earlier years, but said just 2 percent of buyers chose it.) CVTs are supposed to continuously adjust among possible gear ratios for the best mix of efficiency and performance. The Maxima's is one of the more responsive examples of this type of transmission. It moves from a fuel-sipping 1,800 rpm to an acceleration-friendly 3,500 rpm or higher with a tap on the gas, and it suffers none of the low-speed hiccups a conventional automatic might.

CVTs fall short, at least in perception, under hard acceleration, where the tachometer needle wanders its upper limits with droning uncertainty. My journalist co-driver and I concluded that this is probably why CVTs have made limited inroads in the luxury segment.

The uncertainty may be purely sensory — you're accelerating swiftly the whole while — and it rarely bothers me in cars or SUVs where performance is not the emphasis. The Nissan Rogue is one such example. The Maxima is not. Its hard-nosed character encourages the sort of driving a responsive five- or six-speed automatic might complement, and in such situations the CVT inspires little confidence. You can shift it in manual mode — there are six fixed ratios that simulate gears, shifted either via the gearshift's manual gate or the optional steering-wheel paddle shifters — but doing so makes the car slower than it would be if you just left it in Drive and stood on the gas.

Nissan attempted to address this with Drive-Sport mode. Rather than pick between the manual mode's six ratios, Drive-Sport chooses and holds any of the infinite possibilities, moving from one to the next to simulate upshifting and downshifting. As such, it's supposed to allow you to nail the gas coming out of a turn, with the progressive rpm buildup of a well-geared automatic. It sort of works, holding the line better than if you left the gearshift in Drive, but it still fudges rpm a bit as it tries to find its footing. As with all automatic transmission Sport modes, fuel economy is sure to suffer.

The standard four-wheel-disc antilock brakes are sure-footed and linear, and the drivetrain yields gas mileage of 19/26 mpg city/highway — 1 highway mpg better than the 2008 Maxima managed. Nissan says premium fuel is required. Most luxury cars recommend or require premium, but many non-luxury full-sizers do not. Nissan says a diesel Maxima will arrive next year with projected mileage improvements of 20 percent to 30 percent. (Note that, as of this writing, the average national price of diesel fuel is $4.70 per gallon, which is 10 percent more than premium gas.)

Among six-cylinder sedans that cost around $30,000, here's how mileage compares:

Gas Mileage Compared
Gas mileage (city/highway, mpg)Fuel grade
Honda Accord 3.5L19/29Regular
Toyota Camry 3.5L19/28Regular
Toyota Avalon 3.5L19/28Regular
BMW 328i 3.0L19/28Premium (required)
Lexus ES 350 3.5L19/27Premium (recommended)
Nissan Altima 3.5L19/26Premium (recommended)
Nissan Maxima 3.5L19/26Premium (required)
Lincoln MKZ 3.5L18/28Regular
Cadillac CTS 3.6L18/26Regular
Acura TL 3.2L18/26Premium (recommended)
Volkswagen Passat 3.6L17/26Premium (recommended)
Chrysler 300 3.5L17/24Midgrade (recommended)
Infiniti G35 3.5L17/24Premium (recommended)
Buick Lucerne 3.8L16/25Regular
Figures for non-AWD versions with automatic transmissions.
Source: EPA data for 2008 models, except 2009 Maxima.

Ride & Handling
Augmenting the Maxima's four-wheel-independent suspension is Nissan's new Twin Orifice Power Steering system, which varies power assist with an emphasis toward quicker response at higher speeds. I initially thought TOPS was, well, tops: It allows one-finger steering at low speeds but firms things up to a satisfying, weighty feel on curvy roads, and steering feedback is surprisingly good. After a few hours, however, I started to get annoyed by the suddenness of the transitions. The steering feels too buoyant around town, unwinding after turns with an over-assisted, artificial feel. At 20 or 30 mph it's downright wobbly on-center, becoming more precise — and rapidly so — only when you hit faster speeds. I've driven plenty of variable-assist steering systems, as most cars employ them these days, and the Maxima's is a bit bipolar for my taste.

Not so if you add the 3.5 SV trim level's optional Sport Package. Its steering setup is identical, but a number of other factors, from lower-profile 19-inch tires to a sport-tuned suspension, give the wheel a weightier feel and better turn-in precision at moderate speeds. The transition from more to less power assist feels altogether smoother, and the suspension cuts most of the non-Sport model's acceleration squat and body roll — something especially prevalent with the available dual-pane panoramic moonroof, which adds weight where you least want it. (Appropriately, the Sport Package precludes that option.)

Often a sport-tuned suspension returns choppy ride quality, as it does in the Altima. The Maxima feels significantly more refined — at highway speeds the cabin remained surprisingly quiet, even as trucks barreled by in the next lane. The suspension soaks up bumps with little rebound; sport-tuned models yield rougher responses, but the car never feels downright brittle, like, say, an Acura TL Type-S.

Styling & Quality
A common criticism of the outgoing Maxima was how close it was to the Altima — to wit, you'd pay thousands more for a very similar car. The redesigned '09 should put some of those critiques to rest. Its aggressive styling allows it to look like a Nissan, but without the previous model's ballooned-Altima look. The L-shaped headlights and crouched-forward grille will generate strong reactions. Mine are less than favorable, but risky styling produces loyalists in a way safer approaches don't. Perhaps the only major Altima similarity comes in the tail, which drops off at a similar angle; I think the Altima's tail finishes things nicely, so I won't argue with more of a good thing.

If you need justification for the Maxima's $4,000-plus premium over a V-6 Altima, the cabin ought to suffice. Dashboard quality rivals a Volkswagen Passat or Lexus ES, with gap-free panel fits around the glove compartment, center controls and steering wheel. The doors have wide armrests and softer materials, and the center controls feel luxury-spec.

Equally luxurious are the Maxima's options, many of which aren't available on an Altima. Among them are power controls for the tilt/telescoping steering wheel, a power rear sunshade, tri-zone climate control and a heated and cooled driver's seat. The optional navigation system uses Infiniti's excellent setup, though models without navigation have an information display with blocky red letters on a black background. It's probably the cabin's low point.

Seating & Space
Base models come with cloth seats. Nissan expects about 90 percent of Maximas to have leather, though, which came in all the press cars I drove. The front seats have ample bolsters for ambling along a winding road, if not sharper corners at higher speeds, and their soft inserts provide good long-haul comfort. (Not so with the rock-hard head restraints, which bothered me when I was sitting shotgun.) There's an optional premium-leather upgrade, but my Butt-O-Tronic meter couldn't tell a substantial difference between that and the regular stuff. An eight-way power driver's seat is standard, and its wide range of adjustments leave enough legroom to accommodate an NBA player.

The front seatbacks are sculpted to enhance rear legroom. Even so, it's adequate but not generous. The same is true for headroom. Full-size cars like the Avalon and Chrysler 300 have larger cabins and trunks — the Maxima's measures just 14.2 cubic feet — so if you frequent the golf course with adults and their clubs in tow, this is probably not the best choice.

Roominess Compared
Cabin volume (cu. ft.)Trunk volume (cu. ft.)
Toyota Avalon106.9*14.4
Chrysler 300104.615.6
Honda Accord101.014.0
Nissan Altima100.7*15.3
Toyota Camry99.714.5-15.0**
Lincoln MKZ99.0*15.8
Cadillac CTS98.0***13.6
Acura TL97.912.5
Infiniti G3596.513.5
Nissan Maxima96.214.2
Lexus ES 35095.414.7
Volkswagen Passat95.214.2
BMW 328i93.012.0
Source: Automaker data for 2008 non-AWD models, except 2009 Maxima, with single-panel moonroofs, unless otherwise noted.
*Volumes with moonroofs unavailable; figures are without moonroofs. Moonroofs typically reduce cabin volume 1 to 5 percent.
**15.0 in CE, LE; 14.5 in SE, XLE.
***CTS offers only a dual-pane moonroof; volume listed w/o moonroof.

As of this writing, the new Maxima has not yet been crash-tested by the Insurance Institute for Highway Safety. Standard safety features include front and side-impact airbags for the front seats, side curtain airbags for both rows and active head restraints. Antilock brakes, traction control and an electronic stability system are also standard.

Features & Pricing
Nissan expects just 10 percent of customers to get the base Maxima 3.5 S, so if you're looking for a cloth interior, it might be hard to come by. Standard features include dual-zone automatic climate control, power front seats, Nissan's Intelligent Key access system, a moonroof and an eight-speaker, six-CD stereo with an auxiliary MP3 jack.

The automaker expects most consumers to get the 3.5 SV, which adds leather, nine-speaker Bose audio, fog lights and more. The Sport and Premium packages, which come only on the 3.5 SV, are mutually exclusive. The Sport Package adds 19-inch wheels, a sport-tuned suspension and a rear spoiler, among other things; the Premium Package adds rear climate control, the dual-panel moonroof and upgraded leather. Both include heated seats, paddle shifters and a heated power-tilt/telescope steering wheel. A Technology Package can be added separately; it includes a navigation system but replaces the six-CD in-dash changer with a single-CD slot.

Maxima in the Market
Forget the Altima comparisons. The Maxima isn't appreciably bigger, but it is more upscale — enough so that the key comparison should be between the Maxima and an entry-level luxury car. Don't mistake that to mean it's a value winner, though. If you're serious about value, a Ford Taurus or Chevy Impala offers much more space for the money. What the Maxima does offer is luxury for the money — in features and quality — so if you can endure a dealership experience more along the lines of your teenage neighbor and his Sentra than your brother-in-law and his Lexus, this car could be an appealing choice.

Send Kelsey an email 

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Consumer Reviews


Average based on 44 reviews

Write a Review

Smoothest driving car I have ever owned.

by Garrett Handegan from Pekin, Il on December 12, 2017

Best car I have ever owned. Great stereo quality with high quality leather seats. Didn’t expect it to have a heated steering wheel so that was a nice surprise.

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2 Trims Available

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Wondering which configuration is right for you?
Our 2010 Nissan Maxima trim comparison will help you decide.

Nissan Maxima Articles

2010 Nissan Maxima Safety Ratings

Crash-Test Reports

IIHS Ratings

Based on Nissan Maxima 3.5 S

Head Restraints and Seats
Moderate overlap front
Roof Strength

IIHS Ratings

Based on Nissan Maxima 3.5 S

G Good
A Acceptable
M Marginal
P Poor

Head Restraints and Seats

Dynamic Rating
Overall Rear
Seat Head/Restraint Geometry

Moderate overlap front

Left Leg/Foot
Overall Front
Right Leg/Foot
Structure/safety cage


Roof Strength


Driver Head Protection
Driver Head and Neck
Driver Pelvis/Leg
Driver Torso
Overall Side
Rear Passenger Head Protection
Rear Passenger Head and Neck
Rear Passenger Pelvis/Leg
Rear Passenger Torso
Structure/safety cage
Insurance Institute for Highway Safety (IIHS) is a nonprofit research and communications organization funded by auto insurers. IIHS rates vehicles good, acceptable, marginal or poor based on performance in high-speed front and side crash tests. IIHS also evaluates seat/head restraints for protection against neck injuries in rear impacts.

NHTSA Ratings

Based on Nissan Maxima 3.5 S

Overall Rollover Rating

NHTSA Ratings

Based on Nissan Maxima 3.5 S

Overall Rollover Rating
Front Seat
Rear Seat
Side Barrier Rating Driver
Side Barrier Rating Passenger Rear Seat
National Highway Traffic Safety Administration (NHTSA) is part of the U.S. Department of Transportation. NHTSA provides vehicle safety information such as front- and side-crash ratings and rollover ratings. Vehicles are rated using a star rating system from 1-5 stars, with 5 being the highest.


There is currently 1 recall for this car.

Safety defects and recalls are relatively common. Stay informed and know what to do ahead of time.

Safety defects and recalls explained

Service & Repair

Estimated Service & Repair cost: $3,900 per year.

Save on maintenance costs and do your own repairs.

Warranty Coverage





What you should get in your warranty can be confusing. Make sure you are informed.

Learn More About Warranties

Warranties Explained


Often called a basic warranty or new-vehicle warranty, a bumper-to-bumper policy covers components like air conditioning, audio systems, vehicle sensors, fuel systems and major electrical components. Most policies exclude regular maintenance like fluid top offs and oil changes, but a few brands have separate free-maintenance provisions, and those that do offer them is slowly rising. Bumper-to-bumper warranties typically expire faster than powertrain warranties.


Don't be misled a 10-year or 100,000-mile powertrain warranty doesn't promise a decade of free repairs for your car. It typically covers just the engine and transmission, along with any other moving parts that lead to the wheels, like the driveshaft and constant velocity joints. Some automakers also bundle seat belts and airbags into their powertrain warranties. With a few exceptions, powertrain warranties don't cover regular maintenance like engine tuneups and tire rotations.

Roadside Assistance

Some automakers include roadside assistance with their bumper-to-bumper or powertrain warranties, while others have separate policies. These programs cover anything from flat-tire changes and locksmith services to jump-starts and towing. Few reimburse incidental costs like motel rooms (if you have to wait for repairs).

Free Scheduled Maintenance

Some automakers include free scheduled maintenance for items such as oil changes, air filters and tire rotations. Some include consumables including brake pads and windshield wipers; others do not. They are typically for the first couple of years of ownership of a new car.

Other Years