Five-passenger crossover wagons don’t have quite the same market dominance as their truck-based SUV predecessors, yet this segment is drawing more retail attention and is a lot more meaningful than it was five years ago.

Nissan has been a player in this pack since 2003 when it introduced the Murano — one of the first crossover wagons that dared to take on the Lexus RX-series, the model that proved to be the template for this class. While the Lexus remains a top seller for Toyota’s Luxury Division, it has become a rather bloated, overstyled wagon that has lost some of its curb appeal. Several other automakers have targeted the RX template — with very good success.

The Nissan — never marketed as a luxury wagon — continues to embrace its distinctive Nissan handling and driving DNA and remains one of the best driving, most comfortable and most balanced of all of the five-passenger crossover wagons.

This class is defined by how close each of the competitors is in physical size. Dimensionally, the Murano, Ford’s Edge/Lincoln MKX, the Lexus RX, the Toyota Venza, the Jeep Grand Cherokee, and even Chevy’s Equinox are all within tiny inches of each other in overall length and wheelbase. The Jeep is the largest of this pack, at 190 inches long on a 115-inch wheelbase, while the Nissan is smack dab in the middle at 189 inches long on a 111-inch wheelbase.

Wheelbase length is important because this is where ride comfort is best realized — the longer the chassis length, the better overall ride dynamics will generally be. Add a wide track stance and the vehicle will also be more stable, turn flatter and more responsively, while on-road irregularities can be soaked up by an independent suspension tuned for agility.

Nissan has nailed each of these attributes in the Murano as it consistently displays adroit maneuverability and supple responsiveness in all driving conditions. Steering feel is precise and braking action is predictable, adding up to one of the best driving midsize crossovers available. The Murano feels light on its feet, readily masking its 4,200-pound weight.

These nimble impressions are supported by a 3.5-liter V-6 that doesn’t have big power numbers for this class, yet it delivers excellent acceleration and responsible fuel economy. Peak output is 260-hp with EPA ratings of 18/23-mpg in optional AWD trim. Our loaded LE model beat the EPA highway number each time it was refueled, recording readings of 23.3 mpg to a high of 23.8 mpg.

Every Murano, front- or all-wheel drive, features one of the industry’s best CVT automatic transmissions. Nissan has favored this design since the beginning — and uses more CVTs than all other manufacturers — and it appears that their years of experience lend an air of credibility to this engineering piece. While some CVT transmissions still deliver some oddities in their performance, the Murano’s unit never intruded in the driving experience.

The Murano’s cabin earns accolades too for its smart layout. Ergonomically correct, the Murano feels good from the first time you enter right up to the end of a 500-mile day in the leather-clad saddle. Doors are large, the seat height is slide in easy and the structure seems tight, secure. There is excellent people spacing, good sight lines, plenty of storage pockets and receptacles, and all of the switchgear rests right where it should be and works like you expect.

Outfitted with the premium navigation and audio components, the Murano also entertains and informs. Long a tradition at Nissan, the Murano has a strong, kick-butt stereo that performs exceedingly well. Perhaps Toyota could borrow a unit and pick up some pointers.

Rear seat space is also passenger-friendly with reclining seatbacks plus a flat floor with room for three pairs of feet. When you need to expand the cargo hold, these seatbacks don’t quite form a flat load deck, but there is enough space to haul a pizza oven inside — an endeavor I don’t think Nissan intended. Add a power liftgate, rear cargo restraints, back-up camera, dual panel sunroof with power sunshades, plus crisp LED taillights and the Murano gives away nothing to upscale rivals.

The Murano has one extra switch on its dashboard that its rivals lack — a locking AWD button keeps the vehicle’s power going to all four wheels for as long as you need it, rather than letting the system engage and disengage as it deems necessary. This is important when the winter driving is quite dicey and you want the assured traction of all four wheels, all of the time. This subtle difference is part of that Nissan DNA.

The Murano is also the only vehicle of its type that is available in a convertible. While many have criticized the need for a crossover convertible, Nissan has nonetheless plowed forward with production of the Murano Cross-Cabriolet. Sales have been modest, yet the attention is priceless.

Murano sales lag behind the top-selling Jeep and Ford Edge, but are ahead of the Toyota Venza and Lincoln MKX. The Murano also outsells Nissan’s truck-based Pathfinder, so the relevancy of this platform is more important — and viable — to Nissan’s overall marketing efforts.

Nicely balanced, pleasant to drive and comfortable to experience, the Murano is an easy top pick.

Murano pricing starts at $29,960 for front drive S. AWD version begins at $31,560. Mid-level SL starts at $37,230 while our sampled LE starts at $38,960. Murano Cross-Cabriolet begins at $46,390. All versions are well equipped.

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