While other Japanese makers were stingily doling out six-cylinder motors like they were weapons-grade plutonium in the
1980s, Nissan packed a V6 engine inside each and every Maxima.

Since its introduction in 1981, the Maxima has benefited from head office's affinity for six-pot engines.
It's the only way one could outfit the range-topping sedan, along with the firm's storied Z-car.

What made the silky six even more appealing was Nissan's insistence that a manual transmission remain on the equipment list,
while other auto makers quietly dropped stickshifts from their so-called sport sedans.

"I agree it's not a Camry or Accord – thankfully," wrote an owner on the Internet in response to a comment about Nissan's
nonconformity. "The Maxima is much better."

CONFIGURATION

While the Maxima has always been a spacious, well-appointed four-door sedan with smooth six-cylinder power, enthusiasts
really only took notice in 1992 when the 24-valve, 190-hp SE model was unleashed.

For 1995, the fourth-generation Maxima was redesigned and built on a 5 cm longer (and more rigid) wheelbase with a
compact beam-axle holding up the rear end. Owners lamented the loss of the multi-link independent rear suspension.

The car got an all-new, DOHC, 3.0-litre V6 cast in aluminum and assembled with low-mass reciprocating bits.
Output remained at 190 hp, but torque climbed to 205 lb.-ft. This time all models got the full-zoot DOHC engine.

Introduced early in 1999, the redesigned 2000 Maxima gained dramatically different styling along with more power
and additional features. While it rode on essentially the same platform, another 5 cm wheelbase stretch yielded
more interior and trunk volume.

The newly reinforced structure resulted in 30 per cent better torsional rigidity.
The rear beam suspension was improved by locating the lateral link behind the axle to promote understeer
during cornering.

Central to the Maxima story was the new engine – which boasted a 160,000 km maintenance interval.

Yet another version of the celebrated VQ30-series motor ("one of Ward's 10 Best Engines in the World,"
fans never tire of reminding us), the 2000 version received thin-wall aluminum casting, a variable-capacity muffler
and other enhancements.

It all added up to 222 hp out of just 3.0 litres of displacement and 217 lb.-ft. of torque at 4000 r.p.m.

All that power and twist was directed to the front wheels.

The cabin featured a sleek instrument panel and large, comfy chairs befitting big American backsides.
Split-folding rear seatbacks and a pass-through for longer items were finally incorporated together.

A special 20th Anniversary model debuted in 2001, equipped with the same 227-hp version of the V6 used in the
Infiniti I30 (the Maxima's alter ego). It came with leather seating, 17-inch wheels, a limited-slip differential, lower-body
aero skirting and aluminum trim.

For 2002 the Maxima got a 255-hp 3.5-litre V6 and a six-speed manual transmission, along with some styling tweaks.
The all-new '04s were released early in 2003.

ON THE ROAD

In a Car and Driver test of the 2000 manual-transmission SE model, the car took 7.0 seconds to reach 96 km/h
– 0.3 seconds slower than the 1996 model they tested, despite the presence of 32 additional horses.

The magazine chocked it up to early production snags and a green engine.

The '02 model with the 3.5-litre engine was noticeably livelier, taking 6.0 seconds to reach highway velocity with the
six-speed stick. It also stopped better, requiring 56 metres to haul down from a speed of 112 km/h, compared to
60 metres in the 2000 car.

While the Maxima was a joy to drive quickly, torque steer was noticeable, and getting the power and torque to the ground
was an issue if the pavement was wet.

The sport-tuned suspension of the SE model was criticized by some for being too stiff.

What got unanimous approval was the Maxima's penchant for using fuel wisely.

Some reported as little as 10.5 L/100 km in the city and 8.0 L/100 km on the highway
– although it's important to note the VQ engine drinks premium only.

WHAT OWNERS REPORTED

The Maxima nameplate has been around for 26 years and has earned a loyal following for its smooth and powerful engines,
luxurious cabin appointments and ironclad reliability.

Unfortunately, its reputation took a bit of a hit in the 2000 and 2001 model years when the Maxima was plagued by a number
of quality issues.

Most common among them were bad ignition coils (one per cylinder) and mass airflow (MAF) sensors, each of which cost
hundreds of dollars to replace.

Other faulty parts included oxygen sensors, throttle position sensors and catalytic converters – any of which will light the
dreaded Check Engine lamp.

"I didn't go more than six months without making a repair and it cost me my left arm every time,"
complained one reader.

But others, swear by their Maximas.

"Reliability is extraordinary. No significant failures in six years," wrote Robinson of his '01 model.

The later models appear to be even better. Save for a problem with easily stolen HID headlamps, the 2002s and `03s
may be the best deal in a fast and comfortable sedan.

After all, you don't expect a car called Maxima to present you with compromises.