Mc2guy

Sheehy Nissan of Manassas. Add to the good list. First service today. I have their "VIP Service" package, which is effectively a prepaid 6 year service plan (they practically threw it in when I purchased my NV) that includes oil, filters, tire rotation, fluids, etc. Dealership called to remind me of appointment the day ahead. They were ready for me when I arrived and put my at the head of the line. They have ~ 6 bays that look like they can handle an NV, and my big blue went to the first open bay immediately. Tech looked to know what he was doing on the NV as well. Immediately rotated the tires and reset the TPMS with no hassle and set me to 51 and 82 PSI front and rear. Next was the oil/filter, and off we went. Service rep came to hand me the keys and $0.00 paperwork in 51min. Out the door in under an hour. Not bad.

For the NV's low tech engine options, gas quality really doesn't matter much. As mentioned, with variable valve timing, the engine will limit advance to avoid pinging. The injectors are "low pressure" injectors upstream of the cylinder head, so gas spec is not as important. In direct injections engines, however, you will want to be careful and use a high quality "detergent" type fuel that meets the engine OEM specs. Exxon/Shell/Texaco and the brand names do use additives that will limit carbon build up on valves common with GDI injections systems (WARNING: DON'T USE INJECTION CLEANING AGENTS WITH DIRECT INJECTION ENGINES). http://news.pickuptrucks.com/2014/12/induction-service-cleaners-can-damage-ford-ecoboost-engines.html There is no scientifically quantifiable reason to change your oil more than the OEM suggested intervals. If it makes you feel good, that's fine, but it is merely a placebo. The OEM intervals are generally set conservatively. If using a good quality oil and filter, you can extend the intervals considerably with no risk of incremental wear on your engine. If you want confirmation, use an oil analysis service to test your oil at various change intervals. http://www.blackstone-labs.com/free-test-kits.php

The NV is probably the king of ugly when it comes to vans. Fortunately, it's growing on me. Also, I don't have to look at it while I'm behind the wheel. Also, that "ugly" nose, makes sitting behind the wheel pretty comfortable.

My point was this: If you add more content to the NV it becomes more expensive. Make it more expensive, and it loses much of its appeal. I agree it is a better solution than a suburban/expedition for many, but cost is a major factor. I've seen many many transits around here, including several passenger versions. I even saw three separate passenger low-top transits when I was skiing at Sun Valley, ID this year, which surprised me. As a livery van, the transit is a good solution since it offers the extra height/length options, but with a low cost to own/operate/maintain gas V6. If Ford could get out of it's own way and make it a bit more user friendly for families (adjustable leg room in back to accommodate car seats, etc), the NV would lose out on some business. As it is, I still would've considered a Transit, but for the lack of tow capacity. There is a good reason they will outsell the NV 6:1... it's a good vehicle, just didn't fit my needs.

I agree Olaf. The only problem is, one reason the NV has gotten a lot of large families to buy is the flexibility and comfort COMBINED with the low cost. Anything above $45k and you start competing with the Expedition/Suburban/Yukon market. Start dropping pretty interiors, soft leather, and drop down DVD screens and the price starts to climb pretty quickly...

I'm seeing Transits of all configurations all over our roads. Mostly cargo/work configurations, but several 15 passenger set ups as well. Ford can and will dominate the commercial van market, it really is a matter of how much Mercedes is going to fight to hold onto the premium, high-mileage expediter types. By moving production to the U.S., Mercedes they can reduce costs and pricing to be more competitive. If they don't, they will lose ground very quickly as the Transit establishes itself. Mercedes is committing to the U.S. market, which is good. Competition brings better products and cheaper prices. I agree it won't affect the NV much as it is largely a different consumer, I believe. I still think MB needs a gas option if they want to grow market share. Lower gas prices are here to stay for a while, and with a $1+ spread between gas and diesel, you have to REALLY want a diesel to justify the higher life cycle costs all around.

Mercedes decision is a reflection of the fact that they no longer have the market cornered on Euro-style vans in the U.S. and can no longer get the premium they've been demanding for the last several years. A U.S. based manufacturing location will reduce overall build costs considerably and will reduce import taxes and perhaps most importantly reduce FX exposure (If you build where you sell, your margins are protected from currency fluctuations). This will allow Mercedes to stay generally cost competitive with Ford, their primary competitor. That said, I still wouldn't buy one unless they consider reintroducing a gas-engine...

I can't leave mine on high for more than the first 5 minutes of the drive... they will roast me. Low is plenty, even for a 10F morning like today. I'd have them looked at by the dealer.

It kind of depends on what you are coming from. Compared to a modern sedan, the NV does require more attention to the steering in my experience. Compared to other vans or large commercial vehicles I've driven, it is much more stable and true. I guess it's about perspective. One this I would ask the dealer to check is the toe-in on your alignment. If you are too "open" then you may get a drifting feeling in the steering.

Chatanooga, Can you tell me, are these landing pads the type you can leave on the van while removing the rack and control towers? I had that on my old Honda Element and it was great. Thanks!

Good luck with your daughter, Bama. Sending healing thoughts your way...

I would add that where you plan to travel may influence your decision on trailer weight and length. If you have any intention of going west (I don't know your location) and towing over the Rockies or at altitude, I'd reconsider that weight. Generally I like a 10% reserve capacity on my max trailer weight, more if you are towing at altitude or over long grades. If, however, you are in the flats or not towing long distances, then bumping up against the GCWR is not a problem, IMO. Keep in mind that the GCWR is a number that the engineers have designed the vehicle to reliable handle. It is not a guarantee of performance at that number, nor does it mean you can't damage your vehicle if driven incorrectly. The max weight the 3320BH is rated for is 8,000#. That gives you about #1,300 lbs for people, fuel, and luggage in the NV, MAXIMUM assuming your trailer is at max weight, which they usually are once you put water and gear in them. Again, if you are out west, or towing in mountains, ideally, you would leave some safety margin, but aren't legally required to.

CVT's will continue to become more relevant as their reliability increases (which they have over the last 10 years). In heavy torque applications, however, CVTs have a long way to go. There are many CVT designs, but the conventional ribbed steel belt pully system is generally torque limited since the belt has to get very large, heavy, and expensive, to withstand starting heavy vehicle loads. As such, you will be probably continue to see 9-10 speed conventional transmissions developed to maximize efficiency in larger vehicles. Additionally, because CVTs are so complex (simple in theory, but not in execution), they generally cannot be serviced. Usually, they are replaced if there is a problem, which makes them a more expensive proposition for vehicles with long service lives such as HD trucks and vans. I personally believe the NV would do great with an 8 speed conventional automatic, and would consider upgrading if one were offered. Preferably in combination with an updated V8. The 5.6L is tried and true, but it is an old design using old technology. If Nissan could increase compression through use of GDI, you would see some serious efficiency gains. This, more than a diesel, would entice me to go back to the dealer...

Olaf, chrome tells me your google docs link isn't working? If you want to see my mileage info... it can be found here: http://www.fuelly.com/car/nissan/nv3500/2014/Mc2guy/320257

I had a 2005 element with a 5-spd. Loved that car until I had a kid. Suicide doors and far back seat placement in rear made baby car seats a no go. Had to sell it after only a year. I wish the passenger NV had a rubber floor option. I would've gone with that over carpet any day...

Good point. This suggests the control module is at fault. Why keep these things on above 5 mph? They should shut off automatically, IMO

I cry foul on this. I've owned 5 cars now that had ultrasonic sensors in the bumper. Three Fords a Honda and a Toyota. None of them went off in the rain or snow like the NV. I think they either picked overly sensitive sensors or have the control module programmed incorrectly. Mine chirp at me in the rain, when I stop, in traffic, when it snows, etc. Not cool and for such a seemingly sorted piece of technology (these have been in cars for over 10 years).

I'm glad my kids are still young enough that they think it's cool. They love the space and being up high. In fact, when shopping, they helped me decide on the NV over the Expedition EL and Suburban.

I'll bet you dollars to donuts that the diesel is a $10,000 option, or close to it. The NV SL Passenger lists for $41,000. Add $8-10k and there you go. Also, you are comparing the NV to the sprinter, with its low tow capacity small displacement diesel. A 5.0 V8 Cummins is a far cry from a 2.1L inline 4. They are not designed for the same customer or the same need. Unless you are towing a lot of weight around, the Cummins is overkill in the NV. Also, the reliability record for the Sprinter is one reason you wouldn't want a diesel...at least a Mercedes diesel. It's all conjecture, so I'll leave it at this: If the NV does get the diesel, I'll be shocked if more than 5% of buyers get one because the up front and operating costs simply don't pencil if you work the numbers. We'll see if Nissan can prove me wrong.

They probably will offer it at some point just because it should be easy to transfer over from the Titan with little/no issue fitting into the NV. That said, you really are looking at a narrow market segment... buyers who tow a lot with a van on a consistent basis willing to pay for the PERFORMANCE (not economic) benefit of a Diesel. With the bevy of emissions control systems on modern diesels, they are very expensive to buy, maintain, and operate. While efficiencies are generally 30-40% higher, this is largely attributed to the energy density of diesel being higher than gasoline. The retail spread on diesel is now over 50% higher than regular unleaded in most areas, more than negating the efficiency gains. Furthermore, the increased maintenance costs on a diesel combined with the increased up front cost really make the decision difficult to justify unless you absolutely require the marginal performance increase. Of course, we are also talking about vans here. There are a lot more applications in a pick-up where the performance requirements supersede the economics. Would you buy a $50,000 NV Diesel knowing diesel is $3/gal while gasoline is $2/gal?

Big Mike, Welcome. I had the same feeling about the Transit. I'm a big guy (6'1" 260lbs) The transit felt tight everywhere, even though the specs suggest it shouldn't be. The doghouse intrusion really limited leg room as a driver and the non-adjustable and NON REMOVEABLE rear seats were very close, spacing wise. That makes it really difficult for those of us with kids in car seats. You really couldn't have put a rear facing car seat anywhere in the Transits first row, it was that tight. That and the total lack of towing capacity killed the Transit for me. I definitely would've liked that ecoboost V6 and the reported gas mileage, but at $2/gal, who can complain!

I read the same thing regarding the AAM rear axle. Nissan has also stated that the new Titan XD axle was "from an existing Nissan commercial vehicle" which leads me to believe they have sourced the NV's axle for the new Titan. Again, not confirmed, but this would suggest any locker on the new Titan would work "mechanically at least" with the NV. I have no plans to upgrade to 4WD as I don't off road with my van, however, the option of a locking diff on the rear would definitely appeal to me as that alone will allow you to get out of most situations even without 4WD (boat ramps, snowy driveway, etc). In fact, other than mud bogging, a locked rear axle will get you through 99% (not all) of what most off-roaders face, IMO. I am aware that the traction control module will apply some brake force to a spinning rear wheel, but it is significantly limited as the the amount of torque that can be redirected using that method. It is quite easy to spin up the inside rear wheel in a turn on wet pavement, which tells me what I need to know about the efficacy of the exist system

I don't recall the name, but I found it on Amazon. I think it was $20, blue, and is backlit when the computer is on. The OBD port is under the dash by the right knee of the driver. Easy to find/access.

I haven't done them because I don't think it would net anything appreciable vs. the effort to create something workable that didn't look like poop. Also, with $2/gal gas, it just isn't that big of a deal (to me), to get an extra 1/2 mile per gallon. YRMV. If I did, however, the air dam is pretty easy... find a piece of 6" landscape trim and just screw it on with some kind of L bracket. Landscape trim is cheap, black, usually durable plastic and wont flap around. The grill could be blocked from the back with a piece of corrugated plastic sheet cut to size and zip tied on. I'd monitor engine temps if you go this route...especially in warmer weather. The radiators (engine coolant, oil, trans) need airflow to work properly, so you don't want zero air going there. Airflow is usually engineered to meet the cooling needs in extremely hot applications (towing a boat over a mountain in death valley in July), so blocking them won't generally create a problem for normal use, however, it should be monitored to ensure you don't encounter any issue.

FWIW, I've had a SGII as well as a OBD Bluetooth using the Droid based app, "Torque Pro". IMO, the latter is a much better/cheaper option, plus... no wires.