2022 Nissan Frontier

What do mid-size truck owners want in the USA? That's the question Nissan has posed in developing an all-new, and long awaited, 2022 Nissan Frontier truck. The answer wasn't "a bigger truck." Instead, owners wanted to keep the cost down, fit it in a garage, use it as a daily driver or a work vehicle, and use it at the weekend as a leisure vehicle. These are all things the old Frontier did well for more than a decade on the market, but to stay relevant against strong contenders like the Ford Ranger, Chevrolet Colorado, and Honda Ridgeline, a new one needs to do all of that and more. Powered by a 3.8-liter V6 that appeared at the tail-end of the last-gen truck, the Frontier now has 310 horsepower and 281 lb-ft of torque to play with, with either 4x2 or 4x4 drivetrains, a nine-speed automatic transmission, and a towing capacity of up to 6,720 lbs. But with the sharper visuals brought about by the redesign, Nissan has kept a critical eye on the dimensions, given it a deeper bed, an up-to-date infotainment system, and a practical yet comfortable interior. We flew out to Utah to test drive the new Nissan Frontier, discovering that it's a big shot across the bow of the Toyota Tacoma. The class leader now has serious mid-size truck competition.

Shoppers in this segment want one of two things - either a rugged workhorse or a family-friendly adventure vehicle with cool made-up marketing words that translate into cool stickers. Words like SharkHammer or LightningWarrior. In the case of the Nissan Frontier, these words are PRO-X and PRO-4X, but they're more than just cool looking stickers.

The overall design is exactly what customers want. It oozes ruggedness, even in base King Cab workhorse spec where you only get halogen lights and 16-inch steel wheels. Higher up the range, you get more exciting exterior additions. The top-spec PRO-4X gets 17-inch alloys with a Lava Red center cap, LED headlights with LED signature daytime running lights, LED fog lights, and Lava Red grille accents. In-between models also boast interesting exterior features, but the two models mentioned above are the two extremes, with everything in between getting a little bit of this and a bit of that.

The new Frontier caters to a broad audience, and the design is spot-on no matter the application. We suspect it's also no accident that it has shades in the styling of a prerunner truck that the aftermarket will be able to capitalize on.

Part of Nissan's marketing strategy is calling the Frontier a "right-sized" pickup. In plain English, that means the Frontier is a competitor in the midsize pickup truck segment. It's not too big for the daily grind but large enough to be useful on a weekend off-road adventure. Or large enough to remove rubble, in the case of the King Cab which gets a 6.1-foot bed compared to the Crew Cab's standard five-footer, although the larger bed can also be paired with the Crew Cab.

As before, the Frontier is available in Crew Cab and King Cab configuration. The latter is only available in the short-wheelbase format, which means it has a 126-inch wheelbase and an overall length of 210.2 inches. It's 73 inches wide and between 71.4 and 72.1 inches tall, depending on the trim level. It has an impressive set of off-road-related figures, but the base S 4x4 is the one you want if you're going to really work your workhorse. The approach, breakover, and departure angles for this specific model are rated at 31.4, 20.8, and 22.4 degrees, respectively.

The Crew Cab is available in short- and long-wheelbase configurations. The short-wheelbase model shares its figures with the King Cab, while the long-wheelbase model has a 139.8-inch wheelbase and an overall length of 224.1 inches. In its largest PRO-4X trim, it's 74.7 inches wide and 72.9 inches tall, but lesser trims are as narrow and low as 73 inches wide and 71.6 inches tall. The PRO-4X comes with the most impressive set of off-road figures, with the approach, breakover, and departure angles rated at 32.3, 19.6, and 23 degrees, respectively. The breakover angle on the base S 4x4 is slightly better at 20.6 degrees, while the PRO-X has a 20.9-inch figure.

The lightest model is the King Cab SV 4x2, with a curb weight of 4,321 pounds. The heaviest model is the SV 4x4 in LWB guise, weighing in at a hefty 4,773 lbs.

Nissan offers a total of nine colors, three of which are labeled premium colors. The available premium colors include Tactical Green Metallic, Baja Storm, and Cardinal Red Metallic. Nissan's standard color palette consists of Boulder Gray Pearl, Deep Blue Pearl, Red Alert, Glacier White, Gun Metallic, and Super Black. Color options vary by trim, and the finals will be available once the configurator goes live.

Nissan enters the midsize pickup truck segment with a bold claim. It states that its 3.8-liter naturally-aspirated V6 engine has more power than any other truck in the segment. With 310 horsepower, that's entirely true, but if you know anything about trucks, you'll know that torque is far more relevant in this segment.

The Nissan V6, introduced as a last hurrah in the final year of the previous generation's existence, produces 310 hp and 281 lb-ft of torque. The latter figure isn't bad, but the Ford Ranger and Chevrolet Colorado's turbocharged four-cylinders produce more twist with 310 lb-ft and 369 lb-ft, respectively. This is the main reason why both of these trucks are capable of towing more than the Frontier. Still, a maximum towing capacity of 6,720 lbs in the right configuration is plenty. But if towing is your thing, it's worth keeping in mind that the Ranger can manage 7,500 lbs, while the diesel Colorado can tow up to 7,700 lbs. The Jeep Gladiator manages up to 7,650 lbs.

Performance figures hardly matter in this segment, but it's worth noting that the Frontier has enough grunt to keep up with traffic. Nissan doesn't provide acceleration figures, but our bum dyno tells us that it takes around seven seconds to get from 0 to 60 mph and gets off the line at a reasonable clip. Top speed is not a concern for buyers in this segment, and nor should it be when there are other things truck folk find important.

Both 4x2 and 4x4 models are available. The 4x2 models send the engine's power to the rear wheels, and the 4x4 models do the same. The main difference between the 4x2 and 4x4 is the addition of a transfer case, which lets the 4x4 drive in 2WD (rear wheels only), 4 HI, and 4LO.

It's a rather rudimentary setup, which doesn't allow you to use the four-wheel-drive mode on tarmac since there is no center open differential enabling the front and rear axles to spin at different speeds. But since the Frontier comes with traction and stability control as standard, it's not really a problem. Nissan does include a shift-on-the-fly feature, which is helpful if your daily driving routine consists of both tarmac and gravel. You can switch from 2WD to 4WD without having to come to a stop.

The 3.8-liter naturally-aspirated V6 engine is carried over from the previous model, but since it was only introduced in 2020, it still feels fresh. It's your basic free-revving large V configuration engine that has upsides and downsides. No other engine options are available. It has a best-in-segment 310 horses, available from 6,400 rpm, and torque is rated at 281 lb-ft, but it only arrives at 4,400 rpm. That's the downside of these old-school engines and one of the main selling points of turbocharged four-pots. The Ford Ranger's 2.3-liter turbocharged four-banger might seem small in comparison, but its 310 lb-ft arrives at 3,000 rpm. The upside of the naturally-aspirated V6 is less complexity and a track record in longevity.

The entire Frontier range comes as standard with a nine-speed automatic transmission that's perfectly capable of being in the right gear at the right time. It has shorter gear ratios at the bottom for increased acceleration and longer ratios at the top for increased efficiency.

The power delivery from the powertrain combo is linear, and the torque curve is nice. The Frontier has no problems cruising at 75 mph at just above idle speed. It feels perfectly fine in the modern world, and you don't have to worry about holding up business people in their overpowered German sedans.

A new power steering system adds some much-needed precision to the new Frontier, but it doesn't come at the expense of being too light. In fact, there's a reassuring weight to the steering that goes with the upgrade in ride quality from the last generation. There's no mistaking the fact that you're driving a truck still, but there's a new assurance to the Frontier. On the freeway, it's as good as a truck gets with the engine measured out well to deal with getting up to and then maintaining freeway speed. On town and city roads, the ride quality is still relatively smooth for a truck, while the steering is quick and direct enough to respond and get a little hustle on. The added couple of inches in length aren't noticeable when it comes to parking and maneuvering in town, which is a benchmark Nissan continues to aim for with the Frontier.

We got a chance to put the Frontier through its paces on tight, narrow dirt trails with stony and rocky inclines and gradients. The Frontier was happy to scramble up steep slopes with the low box and four-wheel-drive hooked up while the suspension took the pounding. Crawl Control wasn't strictly necessary but made the descents stress-free affairs. If how the all-wheel-drive system dealt with dust and small loose rocks is anything to go by, dealing with mud and sand is simply going to be a case of keeping things as slow as possible and as much as necessary. On that dusty ground and playing on hairpins covered in wet grass, the traction control is on the heavy-handed side and will keep those with a heavy right foot out of trouble.

The 4x4 system is excellent on slippery surfaces like snow, gravel, and muddy roads, however. The 4LO setting is perfect for slow-speed off-roading. Nissan includes Hill Descent Control as standard on all models, but it's hardly necessary for the 4x4. The gear ratios are perfectly judged, which means first and second gear are perfect for crawling down something using only compression. Call us old-fashioned, but we prefer using mechanical bits over an electronic brain.

Back out on the road, we found a nice long gradient up into the mountain and there's no struggle from the engine at all getting some altitude and keeping up with traffic. Finally, we found a long tight road to hustle a little and found the Frontier as confident and sure-footed despite its light rear end's all-purpose suspension tuning.

The Frontier is not a model of efficiency, but it's no better and no worse than its main rivals. The EPA-estimated figures for the 4x2 are 18/24/20 mpg city/highway/combined. In 4x4 guise, these figures drop down to 17/22/19 mpg.

Every model is equipped with a 21-gallon gas tank, which gives 4x2 models an exceptional range of 420 miles. The 4x4 models can do around 400 miles on a single tank.

The interior ambiance depends on the trim you go for, with the basic King Cabs losing out on some luxury features. All models come with at least an eight-inch touchscreen interface with Apple CarPlay and Android Auto, which elevates the interior. All models also get a multifunction steering wheel with audio and Bluetooth controls, air conditioning, and cruise control, so it has the essential convenience items sorted. Base models have a hard-wearing urethane steering wheel and basic cloth seats, which suits their purpose perfectly. The top-spec PRO-prefixed models have leather on the steering wheel, embroidered premium upholstery, and a more extensive touchscreen interface. Hard plastic surfaces are pretty much standard across the range, but that's par for the course in this segment. The focus is on longevity rather than luxury, but some soft-touch materials on the dashboard and door cards would have elevated the luxury models slightly. Still, this is a massive improvement over the old model and many of the Frontier's rivals. It's not a Ridgeline, but it's now no longer the worst in the class by some margin.

Once again, interior space depends on the model you opt for, with the Crew Cab being more suitable for families, although either configuration seats up to five people. The King Cab is excellent in the front, offering 42.3 inches of legroom and 39.7 inches of headroom. Rear passengers only get 26.2 inches of legroom and 36.6 inches of headroom. To put that into perspective, the Mini Cooper Convertible's rear seats offer 30.9 inches of legroom. Still, it's not as bad as the Access Cab Toyota Tacoma, which only provides a laughable 24.6 inches. The Ford Ranger is the best in the segment, offering rear passengers a usable 30.4 inches legroom.

The Crew Cab is a lot more suitable for family hauling. The front headroom is 39.9 inches as standard, dropping down to 39.1 with a moonroof. The front legroom matches the King Cab at 42.3 inches. In the second row, things are much better. Rear passengers have access to 33.2 inches of legroom and 38.6 inches of headroom. More important than the figures though is that the seats in the Frontier are some of the most comfortable we've occupied in any midsize truck.

Base S models come as standard with base cloth, while SV models get premium cloth upholstery available in Charcoal or Sandstone. Embroidered Charcoal premium cloth is standard on the PRO-X and PRO-4X models with Lava Red stitching. A Premium Package available on the SV, Pro-X, and Pro-4X upgrades the seat trim to leather.

The interior trim is best described as hard-wearing plastic with soft-touch material in high-traffic areas. The PRO-4X model uses orange for some contrast. It comes with orange stitching on the seats, grab handles, steering wheel, and dashboard. Nissan also adds a few orange trim pieces to spice things up a bit. It works, but we wonder whether orange was the right choice? Orange is a love-it-or-hate-it kind of color, and we can certainly see some pragmatic folks walking away from the Nissan because of its slightly flamboyant interior. We like it, however.

The rear seats on both models can be folded forward in a 60/40 split, offering a secure space for expensive items, which is a clever trick for a common oversight on trucks where the bed is only practical so long as you don't store anything valuable there. Nothing will ruin a weekend away quite like an opportunistic villain helping himself to your sleeping bag at a traffic light.

The King Cab models are only available with one-bed size. It's 73.3 inches long (72.7 inches with a spray-in bedliner) and 19.4 inches deep. The maximum width is 58.8 inches at the C-channel, dropping to 44.5 inches between the wheel wells. Nissan claims a cargo bed volume of 49.6 cubic feet without a bedliner and 49.2 cubes with it. The longer bed can be added to Crew Cab SV models, in which case it matches the figures mentioned above. The spray-in bedliner is standard. The maximum payload of 1,610 lbs is applicable to the King Cab SV in 4x2 guise. Crew Cab derivatives take a knock in this regard, with a maximum figure of 1,480 lbs.

The shorter bed standard on the Crew Cabs is 59.5 inches long, decreasing slightly to 58.9 inches with the bedliner. In terms of height and width, it's the same as the longer bed. The total cargo volume is 39.6 cubes with the bedliner and 40.1 cubes without.

Interior storage is sublime. The Frontier Crew Cab has door pockets large enough to fit a 32-ounce water bottle and eight beverage holders in total. Front passengers get ample storage space under the armrest, dual cupholders, an excellent storage space specifically designed for a phone, and another small storage cubby underneath the center console for wallets and keys.

The Frontier is available in King Cab and Crew Cab, but the standard features depend on the trim level, including S, SV, PRO-X, and PRO-4X. All models get a decent list of convenience features, to begin with, including cruise control, power windows, remote keyless entry with a push-button start, two 12-volt interior power outlets, a rearview camera, intelligent driver alertness. SV models gain an eight-way power-adjustable driver's seat with four-way manual lumbar support, power-adjustable side mirrors, and premium cloth. The two PRO-badged models share the same specification level, with the PRO-4X being a 4x4 with better off-road ability. These models get LED headlights and fog lights, daytime running lights, embroidered premium upholstery, and NissanConnect Services. Nissan's Safety Shield 360 suite of assistance systems and collision mitigation is available across the range, but isn't standard, which might be an oversight on the part of Nissan.

Workhorses usually have tiny infotainment screens to comply with US safety regulations which require a rearview camera. That's why it's nice to see Nissan include decent infotainment systems from the base model upwards, and every model gets a seven-inch Advanced Drive Assist Display in the instrument cluster. S and SV models are equipped with an eight-inch touchscreen infotainment system with Bluetooth connectivity, Siri Eyes Free, voice recognition, SiriusXM, Apple CarPlay, and Android Auto. A six-speaker sound system is standard.

PRO models feature a larger nine-inch color touchscreen with navigation, a Wi-Fi hotspot, and a ten-speaker sound system. A ten-speaker Fender premium sound system is available for every model except the S.

The Nissan Frontier is all-new with no recalls against it so far. Since some mechanical components are carried over, it's worth looking at the 2020 and 2021 models. We're happy to report that there were no recalls in 2020/2021, so at least the engine and transmission are solid.

The Japanese automaker provides a similar warranty package across most models in its lineup that applies to the new Frontier with basic coverage for three years/36,000 months, powertrain coverage for five years/60,000 months, and corrosion coverage for five years with no mileage limitation.

There are no reviews of the Nissan Frontier from either the NHTSA or the IIHS, but the good news is that there's room for improvement. The NHTSA gave the previous model four out of five stars, and it only scored three out of five stars in the frontal crash sub-category. The IIHS gave it a "marginal" rating in the two front crash tests, so it's likely that the new model will be a big improvement. The old model was also devoid of any driver assistance features, so the only way is up.

Nissan is already off to a good start, with the airbag count increasing from six to eight. Both driver and front passenger get knee bags. It also has the obligatory rearview camera, ABS, electronic brake-force distribution, traction and stability control, and tire pressure monitoring.

The only driver assistance feature is an intelligent forward collision warning with auto emergency braking. You have to pay extra for Nissan's Safety Shield 360 on all models.

We're pretty disappointed with this. Nissan has been scoring some serious brownie points, rolling out its advanced driver assistance features as standard on most of its sedans, SUVs, and crossovers. Even old models like the Murano have Safety Shield as standard across the range. We know it is possible to include these features on a pickup truck, as the Titan is another model that boasts Safety Shield as standard across the range.

Nissan has delivered a mid-size truck that's perfectly measured for its demographic. Cost is kept down while keeping the Frontier functional and rugged, but with a massive increase in comfort and technology over the last generation, as well as bringing styling up to date. The highlights of the interior are Nissan's excellent "Zero Gravity" seats and an infotainment screen that's larger than it needs to be for a mid-size truck. It drives nicely, has the correct amount of power and a naturally aspirated engine that should provide relentless reliability to go with the rugged chassis.

All of the above sounds like damning with faint praise, but we understand the mid-size market and that people aren't looking for an overpowered luxury truck. The bottom line is that Nissan has taken the concept of value, style, and rugged functionality and smacked it out of the park in a single package that has put the Toyota Tacoma on notice.

As expected, Nissan Frontier prices are a little higher than last year but are highly competitive given the impressive specification of the new models and the larger, more powerful engine than rivals. The range kicks off with the King Cab in S trim with an MSRP of $27,840 as a 4x2 and $31,040 in 4x4 guise. The Crew Cab in S trim retails for $29,340/$32,340. In SV trim, the King Cab retails for $30,540/$33,740, while the Crew Cab goes for $32,140/$35,140 for 4x2 and 4x4, respectively. The SV LWB model is only available as a Crew Cab. It costs $34,040 in 4x2 and $37,040 in 4x4 guise. The PRO-X is only available in 4x2 Crew Cab format with an MSRP of $34,240, while the PRO-4X is 4x4 only and retails for $37,240.

The Nissan Frontier pickup is available in two body styles and four trim levels: S, SV, PRO-X, and PRO-4X. The King Cab workhorse is only available in S and SV trim, while the Crew Cab can be had in all four trims.

All models are powered by a 3.8-liter naturally-aspirated V6 producing 310 hp and 281 lb-ft of torque. It's mated to a nine-speed automatic transmission, sending the power to the rear wheels on 4x2 models. 4x4 models are equipped with a transfer case with 2WD, 4WD, and 4LO. The King Cab comes standard with the larger six-foot bed, while the Crew Cab gets a smaller five-foot bed by default. Crew Cab SV models can be ordered in long-wheelbase format, and these models also gain the six-foot bed.

The S trim comes standard with cruise control, power windows, remote keyless entry with a push-button start, two 12-volt interior power outlets, a rearview camera, intelligent driver alertness, and forward-collision warning with automatic emergency braking.

SV derivatives add a power-adjustable driver's seat with four-way manual lumbar support, power side mirrors, and premium cloth seats. This trim also has more available packages to increase comfort and convenience.

S and SV trims get an eight-inch infotainment system mated to a six-speaker sound system. This system comes standard with Bluetooth connectivity, Siri Eyes Free, Apple CarPlay, and Android Auto.

The PRO models are more or less the same, apart from the 4x4 system on the PRO-4X. These models get LED headlights and fog lights, daytime running lights, premium embroidered upholstery with orange contrast stitching, dual-zone climate control, and a larger nine-inch infotainment system with navigation, a Wi-Fi hotspot, and a ten-speaker sound system.

Since the PRO models of the Nissan Frontier are more off-road biased, they also get 265/70R17 all-terrain tires and Bilstein shock absorbers.

The PRO-4X goes a step further and adds an electronic locking rear differential, underbody skid plates, and a specific off-road driving mode.

All models have access to the $990 Technology Package, including lane departure warning, blind-spot warning, rear cross-traffic alert, rear park assist, automatic rear braking, high beam assist, and intelligent cruise control. The Convenience Package for SV and PRO models adds practicality items like adjustable tie-down cleats and a 120-volt socket for the bed, heated side mirrors, heated front seats, and steering wheel, remote start, a trailer hitch with a wiring harness, halogen fog lights, and dual-zone climate control to name just a few for a fee of $1,990. You can also ramp up the luxury levels by opting for the $2,790 Premium Package on SV and PRO models, which includes a Fender premium sound system with ten speakers, leatherette upholstery, a HomeLink remote, auto-dimming rearview mirror, LED interior lighting, LED fog lights, headlights, and daytime running lights, and an auto-tilt and slide sunroof. On the PRO models, this adds leather upholstery, a Fender ten-speaker sound system, premium door trim, an auto-tilt and slide sunroof, and 17-inch dark beadlock-style alloy wheels.

For those looking for the least expensive work truck that's going to do the job and go the distance, the base model Nissan Frontier with the appropriate drivetrain and cab and bed size is a no-brainer. SV trim is the daily-driver and weekend workhorse model, and most will happily live without the Technology Package and its added safety features. However, the Convenience Package is attractive for those that put in a lot of miles and use a truck to get out into the world at the weekend. The Premium Package is a little over-the-top for a truck-based on value for money, but we can't deny how good the Fender audio system is and how much we like LED lighting inside and out. If you're all about that midsize truck life, it's worth considering whether the Premium Package upgrade is the way forward. You could be better served moving up to PRO-X trim and its extra convenience as standard, including a 10-speaker sound system, and off-road ability.

Those who take their off-roading seriously will aim for, and should aim for, the PRO-4X. The upgraded off-road system mixed with the comfort and convenience for long weekend trips with passengers is well thought out but starts getting into more expensive territory. If a truck bed isn't necessary, we would be looking at small off-road crossovers with big abilities like the Ford Bronco Sport.

It's worth pointing out that Nissan prides itself on its standard safety systems but has chosen to make the more advanced tech optional here. The idea is to keep the cost down for those that eschew advanced technology and prefer value. However, we would like to see blind-spot monitoring as standard and would consider adding the package mainly for that.

Like the previous-generation Frontier, the Tacoma is in dire need of a facelift. Or not, since it seems to keep on selling well despite missing out on modern features. The Tacoma uses a 3.5-liter NA V6, mated to a six-speed manual or automatic transmission. It produces 278 hp and 265 lb-ft, which is lightweight compared to the Frontier's 310 hp and 281 lb-ft. The V6 model comes with a tow rating of 6,800 lbs, slightly more than the Frontier's 6,720 lbs.

Compared to the Tacoma, the Frontier looks like a bargain. The Tacoma range starts at $26,400 and for that price you get a 2.7-liter naturally-aspirated four-pot delivering 159 hp and 180 lb-ft. Next to the base Frontier ($27,840) and its standard V6 engine, Toyota's four-banger looks pitiful.

The Tacoma has a smaller infotainment system, but it has the same functionality. Safety-wise, the older Toyota is better. All models get Toyota Safety Sense P, including forward collision avoidance with pedestrian detection, dynamic cruise control, and lane departure warning. The Frontier only comes standard with forward collision warning with automatic emergency braking, and to match the Tacoma's safety spec, you need to start adding packages.

The Frontier is a more modern car, and you can feel it, especially when it comes to ride quality and refinement. It also has more tech, and the standard V6 is great. Objectively, we'd have the Frontier over the Tacoma, but we're not convinced Nissan has done enough to lure diehard Tacoma fans out of their trucks.

The Frontier is newer, but the Ranger is still highly competitive and even better in all the categories that matter. First, the power output. Nissan says it leads the pack with 310 horses and 281 lb-ft, but Ford hits back with a much higher 310 lb-ft of torque to counteract its lower power figure, and that torque is available from 1,000 rpm less. This gives the Ranger a tow rating of 7,500 lbs and easily trumps the Frontier's ratings of up to 6,720 lbs, and it's more frugal. The Ranger also has more legroom, but its interior is a bit of a plastic fest, feeling cheaper in its construction than the hardy Frontier. High-end Ford models come with leather as standard, while you need to pay extra for a package to get it in the Nissan, and the Ford's infotainment suite is arguably better, too. Base Ranger models are also light on driver assistance features. Still, from XLT specification, you get blind-spot monitoring, rear cross-traffic alert, lane-keep assist, and trailer tow monitoring, all of which are only optional, even on top-spec Frontier trims. These two are well-matched and both fulfill the role of a midsizer well. To us, the Ranger is a better all-around product, but it's not the only answer. If you need to go off-road, for example, the PRO-4X will walk the competition, so it really does come down to personal needs.