I didn’t get lost per se. Leaving Dark Horse Recording studio in the Nashville suburb of Franklin, Tennessee, my Google co-pilot said turn left when I should’ve gone right. That would’ve taken me on Nissan’s official 40-minute drive loop for the 2025 Armada. Once I realized the glitch, there wasn’t enough time to complete the full circuit. So I improvised with a twisty shortcut through the woods … and discovered the Armada was surprisingly good.
I’m not suggesting this next-gen, body-on-frame Armada is a performance machine. Riding tall and weighing over 6,100 pounds in the Platinum Reserve 4WD trim, it takes all 425 horsepower to push the full-size SUV along with reasonable gusto. But hustling along a curvy back road trying to make my lunch deadline, I found the Armada doesn’t feel as big as it truly is. That’s a very good thing in the SUV world. And that makes the Armada a very good SUV.
| Quick Specs | 2025 Nissan Armada Platinum Reserve |
| Engine | Twin-Turbocharged 3.5-liter V-6 |
| Output | 425 Horsepower / 516 Pound-Feet |
| Efficiency | TBD |
| Base Price / As Tested | $58,530 / $82,000 |
| On Sale Date | Late December 2024 |
Let me start with the engine. The Armada ditches the old V-8 for a new twin-turbocharged 3.5-liter V-6, and it’s actually new. Derived from the GT-R’s enduring V-6, this engine has a completely different bottom end with a stronger crankshaft. The turbos have more boost and improved lubrication. It’s tuned differently, with considerably more emphasis on low-end power best suited for rigs like this. The result is the aforementioned 425 hp, which is only 25 more compared to the Armada’s old V-8. And you don’t need to feed it premium fuel.
The big news here is torque—516 pound-feet that peaks at 3,600 rpm. That’s way more than the old Armada and even tops the GT-R by 49 lb-ft. It comes on early and sticks around for most of the power band, which is exactly what SUV drivers need. Floor the Armada and it picks up plenty of speed, but rolling lightly onto the throttle ushers in a wave of gentle thrust without delay. It’s super easy to drive around town, contributing to the whole “feels smaller” motif. Power is neither overwhelming nor lacking, and the nine-speed automatic transmission works invisibly in the background. Nissan has the powertrain set just right.
The powertrain is also good for towing, though I’m not so sure about exploring Nissan’s 8,500-pound maximum rating. Power isn’t an issue; I charged up hills with a 5,500-pound Airstream like it wasn’t even there and easily reached highway speeds on the entrance ramp for Interstate 840. Nissan’s towing setup includes provisions for an electronic trailer brake with easily adjustable settings, so stopping isn’t a problem either.
Pros: Handsome Interior, Cool Camera Tech, Composed Suspension
But even with sway control activated, the travel trailer yawed the Armada constantly. Minor to moderate winds certainly contributed to this, but the wiggle was there at any speed, traveling in any direction. It wasn’t concerning, but I couldn’t relax behind the wheel, either. That would make a lengthy trip very exhausting, and Nissan’s hands-free ProPilot 2.1 driver assist is not available with a trailer connected. This is about as large a trailer as I’d feel comfortable towing with the Armada; a pickup truck or SUV with a larger wheelbase is better suited for bigger loads.
When not connected to a trailer, the Armada’s independent suspension is, in a word, sublime. That is, the Platinum Reserve’s adaptive electronic air suspension is tip-top—Nissan only provided the range-topping trim and new Pro-4X for this first drive, both of which use the same bones. Riding on 22-inch wheels with 50-series tires, there’s a welcome combination of comfort and control on Platinum Reserve that really surprised me. I didn’t experience any harshness or interior reverberation you often get with SUVs on big wheels. And on my unintended back road excursion, body roll was impressively minimal.
That’s really what makes the Armada feel smaller than it is. Not that owners will seek out winding forest roads festooned with million-dollar homes for a time-attack run, but this poise translates to everyday use in the best possible way. This is a three-row SUV only a few inches shorter than a Suburban, but it has a directness that makes it feel more maneuverable. Great visibility helps, too. The Armada’s upright posture offers a clear forward view with minimal A-pillar obstruction, and if you really want a wide view, Nissan’s 180-degree front camera can effectively look around corners. It can also be displayed on both 14.3-inch screens in Ultra Wide View. Cool.
You can also use Ultra Wide View with the Invisible Hood View, a segment-first feature according to Nissan. This is the perfect time to talk about the Pro-4X, which finally brings a locking rear differential to the mix. It also gets skid plates, a unique front fascia, Yokohama Geolander all-terrain tires, and plenty of Lava Red trim.
The Armada Pro-4X didn’t have trouble scaling big hills and beefy moguls set up on Nissan’s off-road course, but it did struggle a bit with muddy conditions. I chalk that up to the mild nature of the Yokos, which caked up quickly. You'll have to go aftermarket if you want more aggressive tires, but I don’t see Armada Pro-4X buyers having any issues exploring well off the beaten path with the factory rubber.
Cons: 14.3-Inch Displays Not Standard For All Trims, Towing Gets Sketchy With Larger Trailers
The Invisible Hood View will help considerably with that. It clearly shows the front wheels and surrounding terrain as if the engine wasn’t there, but it also extends well in front of the Armada. If you’re crawling up a hill, this will let you see the ground at your wheels and once you crest it, the camera will still show you what’s in the distance. And there’s no real adjustment period for using it. With Invisible Hood View expanded to both interior screens, the perspective is big enough to not be disorienting. It’s certainly useful off-road, but I see this also being helpful in tight parking spots or automatic car washes.
It’s worth noting you only get the expanded ultra-wide view with the 14.3-inch dual screens, which are standard for Platinum, Platinum Reserve, and Pro-4X. SV and SL trims still get plenty of digital real estate with dual 12.3-inch screens, and I’m happy to report physical controls for common features are in abundance. They’re presented in a very tidy, attractive interior that’s as intuitive as it is comfortable.
And in range-topping trim, it’s a snazzy place to be. The quilted leather zero gravity seats are immensely comfortable, there’s good space for second-row passengers, and the third row isn’t bad, either. Headroom and legroom will be tight for larger adults, but you won’t be bumping shoulders. With all seats occupied, there’s still 20.4 cubic feet of space for aggressive shopping trips. That’s considerably better than the Toyota Sequoia, and Nissan does it with more style. Leave the family at home and you get 97.1 cubic feet with the second and third-row folded. More importantly, it all folds flat—another win over the Sequoia.
The only equation left unchecked is fuel mileage, but that should be available when a full review comes sometime next year. The Armada is pricey in Platinum Reserve trim, however, starting at $79,000 for the two-wheel-drive model. The new Pro-4X is a bit cheaper at $75,750, but Nissan thinks 25 percent of buyers will step up to get it. Those who aren’t as financially robust still have the Armada SV, which has the same $58,530 sticker price from last year despite the new engine, added tech, and significantly upgraded interior.
Had Google not given me bad directions (which was absolutely not an operator error resulting from incorrect phone settings) I may have reached a different conclusion. Nissan has a winner with the new Armada, both in style and performance. Sometimes, getting a little lost can be a good thing.
Gallery: 2025 Nissan Armada First Drive Review
Competitors
2025 Nissan Armada Platinum Reserve
