First Drive: 2022 Nissan Frontier

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MONTEBELLO, Quebec – When it comes to the styling of the 2022 Nissan Frontier, the rounded edges of the first- and second-generation Frontier are out, in favour of the squared-off corners of a pickup from an earlier era. Nissan looked back into the last century for styling cues for the 2022 Frontier, apparently seeking styling inspiration from its boxy “Hardbody” pickup built between 1985 and 1997.

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While the Frontier trailed behind its competitors in both technology and appearance when it was last available in Canada, it has now caught up on both fronts, and this despite riding on a mostly carried-over, 17-year-old undercarriage. In a case of ‘if it ain’t broke, don’t fix it,’ the Frontier uses the same fully boxed frame as the outgoing model, but with several changes. Hydraulic mounts are used between the body and frame instead of rubber, which reduces road vibration by 80 per cent — that was a long-awaited change.

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The chassis also has a larger-diameter front stabilizer bar, and a rear stabilizer bar has been added. The rack-and-pinion steering gear ratio has been revised for improved response. Also helping quiet the cabin is acoustic glass in the front doors, added insulation throughout, and about 40 other components have been either added or modified to reduce noise.

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Nissan really got the styling right. The Frontier’s chiselled silhouette and high shoulder line give it a muscular, modern appearance, and while absurdly tall grilles are in vogue, Nissan avoided this trend and nailed it with the proportions of the front end, giving the Frontier a striking fascia. Front and rear LED exterior lighting is standard.

A combination of body configurations is available, with either a King Cab or Crew Cab, five-foot or six-foot bed. The King Cab (extended cabin) comes exclusively with the long bed; the crew cab is available with either bed depending on the trim.

A 3.8-litre V6 engine and nine-speed automatic were introduced into the previous-gen Frontier in the U.S. in 2020, but because production was hampered by pandemic mayhem, the final Frontier to grace the Canadian market was the 2019 model, propelled by a glutenous 4.0-litre V6 mated to an ageing five-speed automatic.

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Canada finally gets the new power train in the redesigned Frontier. The new V6 is built at Nissan’s Tennessee engine plant, where the Titan’s 5.8-litre V8 used to be manufactured, and it produces 310 horsepower and 281 lb-ft of torque. It claims 13.7L/10.6L/12.3L city/hwy/combined, which compare to 15.8/11.5/13.9 respectively for the 4.0-litre — and the new engine makes 49 horsepower more.

Added to the bed on all trims for 2022 is a damped tailgate, so you can let it go once it’s unlatched and not worry about it slamming down hard. Bed height has increased by 2.6 cm, which effectively increases its volume. The Frontier can tow up to 6,490 lbs if adequately equipped, and trailer-sway control is standard, which automatically applies the brakes if the trailer begins to sway. Cargo capacity is up to 1,430 lbs.

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The interior is all new, and is a big improvement over the last model. It’s modern, it’s comfortable and spacious up front, and it’s more driver centric. The rear on the Crew Cab isn’t as roomy, and taller passengers will find legroom a bit cramped. King Cab models have folding rear jumper seats designed for nano-humans.

An eight-inch centre touchscreen is standard; a nine-inch is available, and is the biggest in the segment. A new centre console places the shift lever closer to the driver, and within the console is a four-litre storage compartment. Another 6.5 litres of storage can be found in the front doors, 5.7 litres in the rear doors, and there’s even more storage space under the rear seats.

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Apple CarPlay and Android Auto are standard, as are Type A and Type C ports, one each up front, and two 12-volt outlets. If you want techier stuff like wireless phone charging, a WiFi hotspot, and NissanConnect, they’re also available on certain trims, as is a 360-degree birds-eye camera view, which has an off-road mode that keeps it on while moving up to 10 km/h.

Nissan’s Safety Shield 360 suite of driver aids is standard across all trims, and includes forward collision warning, intelligent cruise control, lane-departure warning, rear cross traffic alert, rear auto braking, among a few other driver assist features.

The first thing I noticed as soon as I got going was the weight of the steering. Some drivers complained it felt too heavy; I thought it felt appropriate for the vehicle — this isn’t a sedan; it’s a truck. The hydraulic power steering might be a throwback to earlier times, and it might not be as energy-efficient as modern electric systems, but it sure felt good to have a steering wheel that actually felt connected to the front wheels. The next thing I noticed was that while the steering wheel tilts, it does not telescope, not even on the top trim.

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The truck feels taut on the road, and the rear end stays solidly planted even after hitting a series of choppy bumps — that rear stabilizer is a smart addition. The ride on my Pro-4X Crew Cab test truck is, indeed, refined, and quiet — almost completely devoid of wind noise at highway speeds. There is some tire noise that makes it into the cabin, though it’s not overly intrusive. I would have liked to have driven a non-Pro-4X model, just to see what it rides like with less aggressive tires, but none were available for testing.

The engine has strong low- to midrange power, and it’s smooth. The transmission shifts almost seamlessly, though it lags when you put your foot down to pass, taking its time before downshifting. Part-time four-wheel drive is standard across all trims, with an electronic shift-on-the-fly transfer case offering two-wheel drive, and high and low four-wheel drive ratios. A four-wheel limited-slip system transfers power to the wheels that need it when traction is compromised. Hill-start and hill descent assists are standard. The off-road-ready Pro-4X models come with an electronic locking differential, Bilstein shocks, skid plates, and 17-inch Hankook off-road tires among other items.

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The 2022 Nissan Frontier is the priciest of the midsized pickups, starting at $39,998 for the King Cab S, and going up to $47,498 for the Pro-4X Crew Cab, but that’s the cost of added technology, added safety, and an improved ride and handling. Canadian buyers get a bonus trim not available in the U.S.: the Pro-4X King Cab for drivers who want to go off road but don’t need seating for four to do so. It starts at $45,598. For comparison, the V6-powered Chevrolet Colorado 4×4 starts at $33,700, the Ford Ranger at $34,900 and the Toyota Tacoma at $38,350. Of course, unless you’re among the few who actually opt for the base model, any of those pickups can be optioned out to over $50K.

The Frontier was long overdue for a makeover, and Nissan did it right. I appreciate that it was not increased in girth, as is usually done when a new model replaces an old one. It truly is sized right, and unlike the new, smaller Ford Maverick and the Hyundai Santa Cruz, which are now in a segment that early Nissan pickup trucks used to occupy, this is a real truck with real capabilities.