2022 Nissan Titan

One engine across the whole 2022 lineup, so the volume SV Crew Cab carries the same 400 hp as the top trim — the most powerful standard V8 in the half-ton class that year.

Healthy for a naturally aspirated V8 but it peaks high at 4,000 rpm, where turbocharged rivals such as Ford's 3.5L EcoBoost (500 lb-ft) and Ram's 5.7L eTorque deliver more, earlier.

Consumer Reports' instrumented run on the 2022 truck is the best match for the volume Crew Cab 4x4 (5,664 lb curb weight); Car and Driver's 5.9 s applies to a much lighter rear-drive cab, and MotorTrend recorded 7.3 s for a PRO-4X Crew 4x4.

The naturally aspirated 5.6L is the Titan's strongest asset — linear, lag-free throttle response and a well-liked exhaust note, with none of the turbo-lag or cylinder-deactivation coarseness reviewers note in the Sierra's 5.3L or the F-150's EcoBoost engines. It pays for that smoothness at the pump.

The 9-speed automatic (introduced with the 2020 refresh and carried over for 2022) shifts smoothly under light load and its 3.692:1 final drive gives strong off-the-line response, but reviewers consistently flag imprecise, stumbling downshifts, and Nissan's 9-speed has drawn owner complaints about shift shock and gear hang.

Every 2022 Titan Crew Cab rates between 9,040 and 9,310 lbs — enough for most trailers but the weakest ceiling in the half-ton class, roughly 3,900 lbs short of a Sierra 1500 and 4,700 lbs short of an F-150.

A 7,300-lb GVWR against a 5,664-lb curb weight leaves the Titan with class-trailing payload — under half what a work-spec F-150 carries and 600 lbs behind a Sierra 1500, and the Platinum Reserve drops to 1,310 lbs.

The core kit is there — integrated trailer brake controller, Tow/Haul mode with Downhill Speed Control, Trailer Sway Control standard, a key-fob Trailer Light Function Check, 4- and 7-pin connectors, and RearView Monitor with trailer guides or the Around View Monitor — but the brake controller is optional on SV and PRO-4X, and there is no trailer backup-steering assist, no dedicated trailer cameras, no onboard scales and no stored trailer profiles of the sort Ford and GM ship.

Part-time 4WD with a genuine two-speed transfer case (2.717:1 low range, 54.4:1 crawl ratio in first) is available on every trim and standard on PRO-4X, with an electronic locking rear differential and Hill Descent Control on that trim. It loses points only for being part-time with no automatic/full-time mode for mixed surfaces.

PRO-4X is a real off-road trim — Bilstein monotube coil-overs, electronic locking rear diff, hill descent control, radiator skid plate, 275/70R18 all-terrains, 10.6 in front ground clearance and a 22.8° approach angle — but it stops short of Raptor/TRD Pro territory with no long-travel suspension, no front locker and no disconnecting sway bar.

One engine, one transmission, take it or leave it: the 5.6L V8 with the 9-speed is the entire 2022 offering. The V6 left after 2019 and the Titan XD's Cummins diesel with it, and there is no hybrid, turbo-four or EV option anywhere in the range — a stark contrast to the F-150's six powertrains including a full hybrid.

EPA rates every non-PRO-4X 2022 Titan at 18 MPG combined, near the bottom of the half-ton class for a truck that also asks for premium; the PRO-4X's all-terrain tires cost it another point.

A 5,664-lb body-on-frame truck with a naturally aspirated 5.6L V8 and no hybrid assist or cylinder deactivation posts weak city numbers — 4 MPG behind an F-150 2.7L EcoBoost 4x4.

The tall 9-speed top gear (0.597:1) helps the Titan on the highway, but 21 MPG is still mid-pack at best against the 24 MPG an F-150 2.7L EcoBoost 4x4 returns.

A large 26-gallon tank partly offsets the thirsty V8, landing the Titan mid-pack on real-world range — but well short of the ~546 mi an F-150 2.7L EcoBoost manages on the same size tank.

The most expensive half-ton in the class to fuel: mediocre economy compounded by a premium-gasoline recommendation, which EPA prices roughly a dollar a gallon above the regular fuel its rivals drink — a 2022 Sierra 1500 4WD at 16 MPG combined still costs $400/yr less to run.

Nissan recommends premium for the advertised 400 hp but does not require it — the VK56VD runs on 87 octane with reduced output — so owners face either a real per-gallon penalty or a quieter performance one. Rivals' 5.3L, 5.7L and 2.7L engines all take regular, and GM's 5.3L adds E85 flex-fuel capability the Titan lacks.

NHTSA rates the 2022 Titan Crew Cab — the volume body style — 4 stars overall in both RWD and 4WD form. Frontal is the weak element (4-star driver, 3-star passenger), side impact is a clean 5 stars including the pole test, and rollover splits 4 stars RWD / 3 stars 4WD as expected for a tall body-on-frame half-ton.

No Top Safety Pick of any kind, but the published 2022 rating set is mostly Good: driver-side small overlap Good, moderate overlap front (original) Good, side (original) Good, roof strength Good and head restraints & seats Good, with passenger-side small overlap the one Acceptable. Two things hold it mid-band — the frontal ratings were assigned from tests Nissan ran itself on 2020/2021 trucks rather than IIHS-conducted tests, and the 2016-generation structure has no result under the updated moderate overlap or updated side protocols, so the harder modern tests are simply unvalidated. Poor headlights independently disqualify it from any award.

Nissan Safety Shield 360 is standard on every 2022 trim including the base S — AEB with pedestrian detection, blind spot warning, rear cross traffic alert, lane departure warning, high beam assist and rear automatic braking — plus standard Intelligent Forward Collision Warning, which is more standard active-safety content than a base Silverado or Ram carried in 2022. Two real gaps keep it out of the top band: Intelligent Cruise Control is not offered at all on the S trim (it reads '-', not even optional, and becomes standard only from SV up), and there is no lane keep assist or lane centering anywhere in the lineup at any price — only a warning.

The standard system earns IIHS Superior on both front crash prevention tests published for the 2022 truck — vehicle-to-vehicle and daytime vehicle-to-pedestrian — a genuinely strong result on hardware standard across every trim, and better than several full-size rivals managed in 2022. It falls short of the top band because the vehicle-to-vehicle Superior was earned under the older protocol (the rating applies to 2020-23 models and was not re-run under the tougher test IIHS was introducing at the time), and there is no nighttime pedestrian result at all.

Blind spot warning and rear cross traffic alert are standard on all four 2022 trims, and standard rear automatic braking adds real intervention behind the truck rather than an alert alone. What is missing is exactly what matters most in this segment — no trailer-aware blind-spot zone extension of the kind Ford and GM offered on their 2022 half-tons — and the side alerts themselves are warning-only with no steering intervention.

The 2022 Titan offers Lane Departure Warning with a haptic steering-wheel vibration and nothing beyond it — no lane keep assist that steers the truck back, and no lane centering on any trim including the top Platinum Reserve. Every domestic full-size rival offered at least active lane keeping in 2022 and most offered centering, making this the clearest single ADAS deficit on the truck.

Radar Intelligent Cruise Control is standard from the SV up — so the volume trim has it without a package upsell — and it operates down to a full stop behind a stopped lead vehicle, though it cancels rather than holding and auto-resuming in stop-and-go traffic. Two things keep it mid-band: it is entirely unavailable on the base S trim, and without any lane centering there is no highway assist to combine it with, leaving the Titan's ACC a solo longitudinal system that reviewers describe as usable but dated next to a 2022 F-150 or Tundra.

No hands-free highway system of any kind. The Titan never received ProPILOT Assist, let alone a hands-off tier, and in 2022 it was competing against half-tons already shipping BlueCruise and Super Cruise.

IIHS rates the 2022 Titan's headlights Poor on both available systems — the halogen reflector units on S and SV and the LED projector units on PRO-4X and Platinum Reserve — so there is no way to buy your way out of it. The halogen units are inadequate in all four curve tests; the LED setup shows better straightaway low-beam reach but still throws excessive glare, and neither is curve-adaptive. Standard high beam assist does not offset a Poor low beam, and this result alone is what keeps the truck out of Top Safety Pick contention despite five Good crashworthiness ratings.

The Titan gives the commanding forward view the segment expects, but reviewers are blunt that the blind spots are huge — thick roof pillars and large rear headrests block the rearward and rear-three-quarter sightlines even with the big convex mirrors. Camera compensation is badly distributed for a volume buyer: the Intelligent Around View Monitor 360-degree system is unavailable on both S and SV, optional on PRO-4X and standard only on Platinum Reserve, leaving the volume trim with a rearview monitor and rear sonar — the segment floor rather than a fix.

The Crew Cab has a standard LATCH system with upper tether anchors and child safety rear door locks, and the four full-size rear doors open wide onto a flat floor, so installations are workable. It stays out of the top band because the rear compartment is genuinely tight by full-size standards — roughly 38 inches of rear legroom against a 2022 F-150's 44 — which makes three-across and rear-facing installs behind a tall driver a squeeze. IIHS publishes no LATCH ease-of-use rating for the 2022 Titan.

The volume 2022 configuration — the SV Crew Cab — carries the 40/20/40 split front bench as standard equipment, so its maximum capacity is six, the ceiling of the truck band. Ordering the front captain's chairs and console, or stepping up to PRO-4X or Platinum Reserve, drops the cabin to five.

41.0 inches is a genuinely airy front cabin, and Nissan publishes one figure for the 2022 Crew Cab across S, SV, PRO-4X and Platinum Reserve — the optional dual-panel panoramic moonroof is not called out as reducing it. Unchanged from the 2020 refresh and carried forward to 2023.

41.8 inches is workable but sits near the floor of the full-size truck band, where the redesigned Detroit half-tons stretch past 44 inches — the Titan's cab architecture dates to 2016 and never received the front-seat stretch its rivals got. Tall drivers feel the shortfall before back-seat passengers do.

40.4 inches of second-row headroom sits near the top of the truck band and is one of the Titan's real strengths — the upright roofline gives back-seat passengers more clearance overhead than the front row of many crossovers. The King Cab gives up nearly two inches under its shorter rear roof.

38.5 inches seats adults but lands only mid-band and is, by reviewers' own accounting, the tightest back seat in the full-size class — an F-150 SuperCrew and a Sierra Crew Cab both offer 43.6 in, so the Titan concedes roughly half a foot of rear stretch-out to trucks it is priced against. The King Cab's 24.8 in is why Nissan sells it as a two-plus-occasional truck.

The volume Crew Cab is locked to the 67.0-inch short box — unlike an F-150 or Silverado crew cab, which can be ordered with a 6.5-ft bed, the Titan Crew Cab offers no longer bed at any price, and the 8-ft box that anchors the top of the segment band disappeared with the second generation. A buyer who needs bed length has to give up the full-size rear seat for the King Cab.

Nissan publishes bed length for the Crew Cab but no bed volume, so the 5.5-ft figure is derived: scaling the published 59.6 cu ft long-bed volume by bed length (67.0/78.7) gives ~50.7 cu ft, and a geometric check on 67.0 × 63.8 × 20.8 in gives ~51.5 — close agreement. Either way the short box is well under the ~53 cu ft an F-150 SuperCrew's 5.5-ft bed holds and is among the smallest cargo boxes in the full-size class.

The fundamentals are all present — a deep console bin with external pockets, flip-up rear seat cushions over configurable under-seat storage, fold-down and locking rear seatbacks, a locking glovebox, four bottle holders, an available rear 120-volt outlet and the Utili-track bed channel system, which in 2022 ships with four sliding aluminum cleats rather than the two Nissan cut it to for 2023. The accessory lockable in-bed TITAN Boxes are a genuinely good idea. What is missing is the innovation tier the segment moved to mid-generation: no in-bed trunk as factory equipment, no multifunction tailgate, no fold-flat load floor and no Pro Power-style onboard generator. The volume SV is also thin as it sits — front center console, external console pockets, rear 120-volt outlet, rear USB ports and Utili-track are all cost options on SV and simply unavailable on the base S.

Seats are the Titan's most consistently praised comfort attribute — Nissan fits Zero Gravity front and rear outboard seats across the range, and Edmunds' 2022 review calls the front chairs cushy and supportive. Against that, the rear bench is flatter and more upright than the class best, and adjustability is thin where the truck actually sells: the 2022 SV Crew Cab's driver's seat is 4-way manual with no power, no lumbar and no heating unless the Convenience Package is ordered, so the strongest praise really attaches to PRO-4X and Platinum Reserve with their 8-way power seats, power lumbar and memory.

Composed rather than plush. On smooth pavement the Titan settles nicely and takes cracks and expansion joints without unsettling the cabin, helped by a 5,664-lb curb weight on the SV 4x4, but the multi-leaf solid rear axle gets busy and skittish over broken surfaces with an empty bed — the classic unladen half-ton trade that the coil-sprung Ram has largely engineered out. PRO-4X's Bilstein monotube shocks add off-road body control without softening the on-road secondary ride. Reviewers reach for 'civilized' and 'unexceptional' about as often as 'smooth,' which keeps it mid-band.

The weakest comfort attribute, and the one reviewers raise unprompted. The blunt front end generates real wind rush at highway speed — enough that testers report raising their voices to hold a conversation — and the climate system's ventilation fan is loud enough to add a constant noise floor even at rest. Nissan lists no acoustic laminated glass and no active noise cancellation on any 2022 grade, and the 5.6-liter V8 gets vocal under load, so the Titan sits clearly behind the acoustically insulated Detroit half-tons.

Rich at the top, sparse where most 2022 Titans sell. Platinum Reserve gets dual-zone automatic climate, heated and cooled front seats, heated rear seats, a heated steering wheel and standard remote engine start, and PRO-4X can be optioned to match — but the volume SV Crew Cab ships with single-zone manual air conditioning, no heated seats, no heated wheel and no rear vents, all of which are bundled into the cost-option Convenience Package. The base S cannot get dual-zone climate, rear vents, heated seats or remote start at any price. Worth noting that the equivalent SV King Cab includes that Convenience Package as standard for 2022 while the Crew Cab buyer still has to pay for it.

The 2022 entry point is the King Cab 4x2 S at $38,010 before a $1,695 destination charge, making the Titan one of the cheaper ways into a 400 hp V8 half-ton that year.

SV Crew Cab 4x4 is the volume configuration — the crew cab is the segment's mainstream body and SV is the grade Nissan loaded for 2022 (9-inch screen, heated front seats, dual-zone climate and a leather-wrapped wheel all became standard).

Public estimates straddle a wide range — CarEdge projects about $3,069 of maintenance and repair over five years while Edmunds True Cost to Own runs far higher — so this takes a midpoint, weighted by the fact that Nissan's 5 yr/100,000 mi basic coverage absorbs nearly all non-wear repair inside the window.

The Titan depreciates materially faster than the trucks it competes with, and the collapse in 2022 demand only reinforced that; the nameplate's 2024 discontinuation has since removed any residual support.

The Titan's headline ownership advantage: bumper-to-bumper cover runs to five years and 100,000 miles where the rest of the half-ton class stops at three years / 36,000 miles.

Nissan folds powertrain cover into the same five-year term as the basic warranty; that reads as a short powertrain period against rivals quoting five years on the years axis, but the 100,000-mile cap is well above the 60,000 miles most of the segment allows.

No complimentary scheduled maintenance of any kind — Nissan sold no free-oil-change program on the 2022 Titan — but the perks that are included run unusually long: roadside assistance for the full 5 yr/100,000 mi with trip-interruption benefits, plus a five-year NissanConnect Services trial. That is the textbook 'basic roadside only, no included maintenance' middle band, lifted to the top of it by the duration.

$48,115 volume-trim price minus its estimated resale value after 5 years (51% retained, or about $24,539) leaves about $23,576 in depreciation. Add the projected $5,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,976 in total.

2022 is a mid-life carry-over year in the A61 generation (2020 refresh), and its predicted dependability is solidly average rather than the standout the 2023 truck turned out to be. J.D. Power rates the 2022 Titan 80/100 — the top of its "Average" band (70-80) and eight points below the 2023 car's 88. The mechanical case for the truck is still the strongest thing about it: a naturally aspirated V8 and a conventional torque-converter automatic, with no turbocharging, no cylinder deactivation, no hybrid hardware and no CVT to generate claims. It sits above the segment median because RepairPal ranks the nameplate 2nd of 17 full-size trucks, and below the 70s upper band because Titan volume is a small fraction of its rivals' so the survey sample is thin, Consumer Reports places the brand only mid-pack, and 2022 drew four NHTSA campaigns including a repeated rollaway defect.

Nissan's brand standing over the 2022 window is mid-pack, and this year does not earn the lift the 2023 scorecard took from that year's Vehicle Dependability Study result. The 2025 VDS — the study that actually surveys 2022 model-year vehicles after three years of ownership — awarded Nissan only two model-level trophies (Kicks, Murano) and put no Nissan brand figure near the mass-market leaders (Buick 143 PP100, Mazda 161, Toyota 162). Consumer Reports has held Nissan in the low-to-mid teens among roughly 22 brands across this period, the lowest-ranked Japanese marque. Worth noting that essentially all of Nissan's reputational damage traces to Xtronic CVT passenger cars and crossovers, hardware the Titan shares none of, but this item grades the brand rather than the drivetrain.

The worst recall year of the second-generation Titan's late life, and the reason this scorecard trails both the 2023 and 2024 trucks. Four NHTSA campaigns attach to the 2022 model year, and two of them are the same defect fielded twice: 22V457 replaced the transmission parking pawl pin in June 2022 for a rollaway risk, and 22V671 came back in September 2022 requiring a TCM and ECM reprogram on those same 2020-2022 trucks — a repeat safety campaign on an unresolved rollaway hazard, which is the scenario the item's penalty band describes. The other two are FMVSS 111 rearview-camera nonconformances caused by infotainment reboots, remediable over the air. It is held at the top of that penalty band rather than dropped further because no campaign involves engine, frame, fuel-system or fire risk, every remedy is a pin replacement or a software reflash, and Titan's low volume means a short list carries less statistical weight than the same list on an F-150.

Still the strongest item on the scorecard. The 5.6-liter VK56VD "Endurance" V8 is a long-running naturally aspirated design shared with the Armada and Infiniti QX56/QX80, with a well-established high-mileage record and none of the turbochargers, cylinder deactivation or belt-driven hybrid motors that create failure modes on rival full-size trucks. It sits three points under the 2023 and 2024 trucks because the nine-speed Jatco automatic was only in its third model year in 2022 and this is the year the parking-pawl defect bit hardest: 2022 trucks needed both a physical pawl-pin replacement and, when that proved insufficient, a TCM/ECM reflash. Owner reports add scattered transmission complaints on top of the more common shift-quality grumbling. The first generation's transmission-cooler contamination history belongs to the A60 truck and does not apply here.

The clear weak point, and it lands below the mid band because this item measures richness relative to price. The A61 cabin was already a generation behind when the 2020 refresh left most of it untouched, and by 2022 it was being sold against Ram and Silverado interiors at close to fifty thousand dollars for a volume crew cab. Reviewers are near-unanimous that hard plastic dominates the cabin, that it is most obvious in the SV volume trim specifically, and that the Titan trails most rivals on cabin materials outright. It earns a point over the 2024 truck because the higher trims genuinely do dress the dash and doors with soft materials, wood inlays and quilted leather, and because the 2022 volume trim's sticker was lower than the later years'.

Assembly quality sits well above perceived material quality but below where the 2023 truck landed. The A61 was in its seventh model year on a mature body-on-frame line at Canton, Mississippi, and most owner reports describe a solid structure — 72 percent of 2022 Titan XD owners rate it five stars, and several multi-year reports cite no rattles at 35,000-plus miles. It stays in the middle of the band rather than higher because 2022 specifically draws a recurring set of trim and hardware complaints that the 2023 reports do not: plastic trim flapping around the rear window, subwoofer and seat-lumbar rattles, repeated HVAC blower-motor replacements, door-lock failures and roof leaks. Two separate infotainment-reboot recalls in one model year are also an assembly-and-integration signal, not just a software one, and Consumer Reports still characterizes the Titan's interior fit and finish as lackluster.

A genuine strength, and better placed here than on the 2024 truck. A 2022 Titan is serviced inside exactly the window J.D. Power's 2023 and 2024 Customer Service Index studies measure, and Nissan was the No. 1 truck brand for dealership service satisfaction in both — 886 of 1,000 in 2023, 48 points clear of the segment average and highest in all five factors, then top again in 2024. Layer that on roughly a thousand US franchises, which is genuinely nationwide coverage including the rural markets a work truck lives in. It sits just under the 2023 truck's 76 and well above the 2024's 66 because the 2022 car was sold two full model years before Nissan confirmed its exit from the full-size segment, so it spent its warranty life in a network that still had a current truck to support — though technician familiarity with a low-volume V8 pickup will thin as the fleet ages past the 2024 discontinuation.

Running costs are genuinely low. RepairPal puts the Titan's average annual repair and maintenance bill at roughly 40 percent below the full-size-truck average, helped by a body-on-frame layout with cheap wear items and a V8 shared with the Armada and Infiniti QX80, which keeps engine components in production well past the truck itself. Nissan's 5-year/100,000-mile bumper-to-bumper coverage — the longest in the segment and marketed as America's Best Truck Warranty — also absorbed most unscheduled repair on a 2022 truck through model-year 2027, which covers all four of that year's recall remedies. It edges the 2023 and 2024 trucks by a point because a 2022 buyer bought before the discontinuation announcement and got the full warranty runway. It does not score higher because the Titan never reached a quarter of its 100,000-unit annual sales target, so the aftermarket is a fraction of the F-150's or Silverado's, and body panels and model-specific trim are effectively dealer-only.

The volume trim is the SV Crew Cab, which carries the 8.0-inch color display with multi-touch control as standard — that is the figure scored per the volume-trim rule, and it sits at the very floor of the full-size-truck normalization band. 2022 is at least better placed than 2023 in one respect: the 9.0-inch WXGA Integrated Command Center is an orderable option on the SV Crew Cab (inside the Convenience Package), whereas for 2023 Nissan restricted it to PRO-4X and Platinum Reserve only.

NissanConnect on the Titan is genuinely easy to operate — real volume and tuning knobs, large labelled HVAC buttons, a shallow menu tree — and both press and owners credit the post-refresh system as a large improvement on the pre-2020 head unit. The drag is age: the architecture dates to 2016 and the standard 8.0-inch SV display is among the smallest and lowest-resolution units in the full-size class. Scored a point above the otherwise-identical 2023 truck because the same hardware was one model year less dated, and because the 9-inch upgrade was still orderable on the volume grade in 2022.

Apple CarPlay and Android Auto are standard on every 2022 grade including the base S, which is the right call — but both are wired only, on every trim, with no wireless option at any price. Nissan did not add wireless Apple CarPlay to the Titan until 2023, and even then only on PRO-4X and Platinum Reserve. Standard-everywhere wired projection with zero wireless availability is the bottom of the 50-79 band, well behind the domestic full-size trucks that had both platforms wireless from the volume trim in 2022.

The volume SV Crew Cab has neither built-in navigation nor Nissan Voice Recognition as standard, though unlike 2023 a buyer can at least option nav onto it — NissanConnect with Navigation and the 9-inch screen are inside the SV Convenience Package, and the King Cab SV gets that package standard. Where fitted, Door-to-Door Navigation with 3D graphics, over-the-air map updates and online POI search is competent, but the assistant is a command-list system rather than a natural-language one, so most owners default to phone-projected maps. Nissan Voice Recognition itself remains PRO-4X/Platinum Reserve equipment.

A 6-speaker display-audio system is standard on S, SV and PRO-4X, and the available Fender Premium Audio system is a legitimately strong upgrade for a mainstream truck — 12 speakers, a Bassman subwoofer and a 485-watt 9-channel amplifier running Panasonic's Acoustic Motion Control — fully comparable to Bose in the GM trucks or B&O in the F-150. Held back by an unremarkable base six-speaker setup and by the Fender system being reachable only through the PRO-4X Utility Package or the top grade.

Every 2022 Titan gets a 7.0-inch programmable Advanced Drive-Assist driver-information display with off-road gauges, flanked by analog Fine Vision dials — standard across all grades, which is better than rivals that gate any colour cluster display behind an upgrade. But it is a partial-digital setup: the speedometer, tachometer and water-temperature gauges remain analog and no full-digital cluster is offered at any price, so there is no path to what the F-150, Silverado and Ram all provide.

There is no whole-vehicle over-the-air update programme on the Titan. Nissan's OTA scope covers the NissanConnect head unit's own software and, on navigation-equipped trims, map data — no feature-adding vehicle-control software reaches the truck. On the volume SV Crew Cab the connected map updates are absent unless the Convenience Package is ordered, since NissanConnect with Navigation is not standard on that grade.

NissanConnect Services covers the expected core set — remote start/stop, remote lock/unlock, vehicle locator, alerts and emergency response — through the app, with Amazon Alexa and Google Assistant integration and a standard Nissan Concierge live-assistant line, all on a new-vehicle trial that converts to a paid subscription. Two things hold it back: there is no phone-as-key of any kind, and on the volume SV Crew Cab the connected-services hardware is bundled into the cost-option Convenience Package rather than being standard equipment.

Front ports are thin but modern enough for the era — two USB ports (one Type-A, one Type-C) standard on every grade — and the truck's real strength is household power: an available rear 120-volt cabin outlet plus an available in-bed 120-volt outlet, which matters more on a work truck than port count does. Against it, no Qi wireless charging pad is offered at any trim or price in 2022 (only a mechanical 'dedicated cell phone holder'), and the rear charge-only USB pair and the rear 120V outlet are both options on the volume SV.

Remote keyless entry with a multi-function fob (two-driver memory, windows-lowering) is standard, but the proximity Nissan Intelligent Key with door-handle request switches is a Convenience Package item on the volume SV Crew Cab, and remote engine start is likewise optional on SV and PRO-4X and standard only on Platinum Reserve. No phone-as-key is offered; being a pickup there is no hands-free liftgate, and the electronic locking tailgate is itself a Utility Package item.

Squarely mid-band: a RearView Monitor with Trailer Guides and a rear sonar system are standard on S, SV and PRO-4X, front-and-rear sonar is available, and the Intelligent Around View Monitor with Moving Object Detection — a 360-degree system Nissan marketed as class-exclusive — is optional on PRO-4X and standard on Platinum Reserve. Camera resolution is 2016-era hardware, the 360 view cannot be bought on either the S or the volume SV, and there is no automated parking of any kind.

No head-up display was ever offered on the second-generation Titan, and 2022 is no exception — it appears on no grade, in no package and on no accessory list. Scored in the low band for outright absence, while Silverado 1500, Sierra 1500 and F-150 all offered a HUD on upper trims that year.

The Crew Cab gives families four full-size doors, a 60/40 rear bench whose cushions flip up and whose seatbacks fold down and lock for in-cabin gear, and a complete LATCH set with upper tether anchors and rear door child locks standard on every grade. The measurements are what hold it back: 38.5 in of rear legroom is the tightest back seat among full-size crew cabs — an F-150 SuperCrew and a Sierra Crew Cab both offer 43.6 in — which squeezes rear-facing seats and three-across installs, and a 23.9 in rear step-in height on a 4x4 SV means small children get lifted in rather than climbing in.

Nissan Safety Shield 360 — AEB with pedestrian detection, blind-spot warning, rear cross-traffic alert, rear automatic braking, lane departure warning and high-beam assist — plus Intelligent Forward Collision Warning, Rear Door Alert and a rear sonar system are standard on every 2022 grade including the base S, which is exactly the content families shop for and more than a base Silverado or Ram carried that year. The credentials underneath are weaker: 4 stars overall from NHTSA, IIHS-rated Poor headlights on both available systems so there is no buying out of it, no lane keeping or centering at any price, and Intelligent Cruise Control unavailable on the base S.

Rear passengers get 38.5 in of legroom on Zero Gravity outboard seats with a flip-down center armrest, reading lamps, coat hangers and four bottle holders, and on PRO-4X and Platinum Reserve two illuminated USB charging ports, a rear 120-volt outlet and rear A/C vents. On the volume SV all of those rear amenities live inside the Convenience Package, the base S cannot get rear vents or rear power at any price, luggage rides in an open 5.5-ft bed unless a tonneau is added, and reviewers consistently flag the ambient cabin noise at highway speed.

The naturally aspirated 5.6L Endurance V8 is the Titan's commuting asset — 400 hp delivered linearly with no turbo lag or low-speed hesitation behind a 9-speed torque-converter automatic, good for 6.7 s to 60 mph in Consumer Reports' instrumented test — and both CR and Edmunds describe intuitive controls and a ride that absorbs cracked pavement without upsetting the cabin. Against that, Edmunds calls the steering 'surprisingly heavy and cumbersome in a way that hinders maneuverability at low speed', the cabin carries a constant noise floor, and a 22.0 in front step-in height on a 4x4 is a climb twice a day.

Commuting is the Titan's worst use case: 18 MPG combined with premium gasoline recommended works out to an EPA-estimated $4,300 a year in fuel, materially above what a Silverado or Sierra 5.3L V8 costs at similar economy on regular unleaded, because the fuel itself is dearer — and Consumer Reports only saw 16 MPG overall in real testing. There is no hybrid, diesel or electrified alternative to soften it; the 5.0L Cummins left after 2019 and the gas V8 is the entire lineup.

At 228.2 in long and 79.5 in wide on a 139.8-in wheelbase the SV Crew Cab is squarely full-size, and while its 48.0-ft turning diameter is no worse than the class norm, reviewers single out the heavy, low-geared steering as an active liability in parking lots. The camera and sensor help that makes a truck this size manageable is badly gated: only a RearView Monitor and rear sonar are standard, front-and-rear sonar is an option below Platinum Reserve, and the Intelligent Around View 360-degree monitor is simply unavailable on the S and the volume SV.

The 400-hp V8 pulls well and 9,310 lbs of towing is real capability, but both headline numbers are the lowest in the full-size half-ton class by a wide gap — an F-150 reaches 13,500 lbs, a Sierra 13,300, a Tundra 12,000 — and a 1,710 lb maximum payload (1,650 lbs on the volume SV Crew Cab 4x4) is mid-size-truck territory that a pallet of block or a bed of gravel will exhaust. The Crew Cab compounds it with a single 5.5-ft bed; a buyer needing more must take the King Cab's 6.5-ft box or step to the separate Titan XD, which tows 11,060 lbs with a gooseneck and carries 2,230 lbs.

Mechanically the Titan is the conservative pick for hard use — a naturally aspirated 5.6L V8 with no turbochargers on a fully boxed ladder frame behind a torque-converter 9-speed, backed by 5-year/100,000-mile bumper-to-bumper AND powertrain coverage that no domestic rival matches. What it lacks is the fleet track record this item grades at the top: the Titan never reached meaningful commercial volume against an original 100,000-unit-a-year target. Scored slightly above the 2023 truck because in the 2022 sales year the model still had an open future — Nissan's confirmation that the Titan would be discontinued did not come until August 2023.

The Utili-track channel system is the best factory bed-management hardware in the class and 2022 is its high-water mark — three bed rails with four lockable aluminum cleats that slide to wherever the load actually sits, where Nissan cut the count to two for 2023 — alongside four fixed tie-downs standard on every grade, a 120-volt in-bed outlet, LED tailgate and under-rail bed lighting, spray-in bedliner, a damped removable tailgate, an electronic locking tailgate, a rear utility bed step and lockable in-bed TITAN Boxes. Two things hold it back: on the volume SV nearly all of it is bundled into the Utility Package and the base S cannot order Utili-track, cleats, in-bed power or bed lighting at all, and there is no multifunction tailgate or high-output onboard generator to answer Ford's Pro Power Onboard.

A 26.0-gallon tank at 18 MPG combined gives an EPA total range of roughly 468 miles — a genuine day of driving between stops — and the Zero Gravity front seats draw consistent praise as cushy and supportive over multi-hour stints, with Intelligent Cruise Control standard from SV up. The fatigue-reduction story stops there: the Titan offers only lane departure warning with no lane keep or centering, so the driver steers every mile, and reviewers repeatedly flag the ambient cabin noise and wind rush at highway speed.

PRO-4X is a real off-road trim rather than a decal package: Bilstein off-road shocks, an electronic locking rear differential, hill descent control, a radiator skid plate and 275/70R18 all-terrain tires on a 4x4 chassis with 10.6 in of front ground clearance, a 22.8-degree approach angle and a 21.7-degree breakover angle. Camping is well served by the 120-volt bed outlet, LED bed lighting, an accessory sports bar and Kicker tailgate audio that mounts to the Utili-track rails — but 9,310 lbs of towing limits which toys come along, and there is no front locker, disconnecting sway bar or 33-inch-tire halo variant of the sort Tundra TRD Pro and F-150 Raptor offer.

Inside, the rear bench flips up and its seatbacks fold down and lock over an available flat-floor function with tie-down hooks and a divided, lockable storage box; outside, the four Utili-track cleats let tie-down points move to the load instead of living at four fixed corners, with lockable TITAN Boxes, a receiver hitch with 4-pin/7-pin wiring and a rear utility bed step available. The ceiling on it is the bed itself — the Crew Cab is offered only with the 5.5-ft box, the shortest single option in the full-size class, where every domestic rival lets a buyer step up to a 6.5-ft or 8-ft bed; the Titan's 6.5-ft box requires giving up the back seat for a King Cab.

2022 is a carry-over year in the second-generation (A61) Titan, a 2016 chassis whose last meaningful suspension work was the 2020 refresh, and it is the least composed of the conventional full-size trucks. The double-wishbone front / multi-leaf solid-axle rear setup delivers pronounced body roll and a light, hoppy rear end with the bed empty, and reviewers uniformly rank it behind the F-150 and Ram 1500. Consumer Reports still found it secure and predictable rather than nervous, so it lands in the lower half of the 50-79 'secure but unremarkable' band, below Silverado 1500 and Tundra but clear of the buckboard Gladiator.

The Titan's engine-speed-variable rack-and-pinion (16:1, 3.0 turns lock-to-lock) is heavy without being informative. Reviewers describe the weight as cumbersome rather than communicative, with the heft actively hurting low-speed maneuvering — which, paired with the 48-foot turning circle, makes the truck feel larger than it is in parking lots — and the truck wandering more than rivals at highway speed. That puts it at the bottom of the 50-79 'precise enough but numb' band.

One of the Titan's better dynamic attributes. Four-wheel vented discs are standard on every 2022 trim — 13.78-inch front and 13.58-inch rear rotors — with 4-wheel/4-channel/4-sensor ABS, electronic brakeforce distribution, brake assist and Active Brake Limited-Slip, and testers rate stopping performance better than the class average despite hardware that looks modest next to the Detroit trucks. It is kept at the top of the 50-79 band rather than into the 80s because reviewers note you have to press hard for full stopping power, and there is no published fade, repeat-stop or loaded-towing brake data to confirm it holds up under work.

The Titan's real strength, and a case where being behind the technological curve pays off. Every 2022 truck runs the naturally aspirated 5.6L Endurance V8 (400 hp / 413 lb-ft) with the nine-speed Jatco automatic adopted in the 2020 refresh: no turbo lag, no hybrid handoff to fumble, no cylinder-deactivation shudder and no stop/start restart to feel. Tip-in is linear, the transmission holds the right gear on grades, and Consumer Reports' instrumented 6.7-second run to 60 mph earned it 'one of the punchiest powertrains in the segment.' Held just short of the 80s because that pace still trails the quickest turbo and V8 rivals, and the calibration is smooth rather than sharp.

The 5.6L V8 has a deep, slightly raspy character under load that most reviewers like — no coarse turbo-four thrash, no droning four-cylinder at cruise — but the Titan's cabin isolation is a 2016 design that was never a class benchmark and had already been leapfrogged by the redesigned F-150, Silverado and Tundra by 2022. The engine is more present in the cabin than it needs to be and wind and road noise intrude at highway speed, which keeps this mid-band despite the pleasant engine note.

A weakness reviewers name directly. Every 2022 Titan uses the same 139.8-inch wheelbase whether Crew Cab or King Cab, so unlike the F-150, Silverado or Tundra there is no short-wheelbase or short-bed configuration that turns tighter — the volume truck and the long-bed truck turn identically badly. At 48.0 ft it sits in the upper half of the 40-54 ft truck band, and the heavy steering effort makes the arc feel worse than the number reads.

Comfortably better than the Titan's dynamics. Nissan's Zero Gravity front seats are among the segment's most comfortable for long stints, the tall squared-off greenhouse gives a commanding view forward, and the dash retains physical climate and audio controls with a column shifter rather than burying functions in the touchscreen — Consumer Reports calls the controls intuitive. Tilt-and-telescoping steering is standard (manual on S and SV, power on PRO-4X and Platinum Reserve). Kept out of the 80s by the older cabin architecture, a 22.0 in front step-in on a 4x4 without running boards below the top trim, and thicker pillars and larger rear headrests than the recently redesigned rivals.

What character the 2022 Titan has comes from the engine: a 400-hp naturally aspirated V8 standard on every trim is increasingly rare in a half-ton, it pulls with a good rumble to a genuinely quick 6.7-second 60 mph, and the PRO-4X has real off-road appeal with its locking rear differential, Bilstein shocks and hill descent control. Everything around it is inert — numb heavy steering, roly handling, a 48-ft turning circle and a six-year-old cabin — so it is pleasant and honest rather than a truck you take the long way home in. Mid-band, comfortably below the Ram 1500 and Hyundai Santa Cruz.

Two things are genuinely generous and both are standard on every 2022 grade: the 400 hp / 413 lb-ft 5.6L Endurance V8 with a 9-speed automatic — no four-cylinder or base V6 penalty box exists in this lineup — and the full Nissan Safety Shield 360 suite, which on the $38,010 S already includes AEB with pedestrian detection, blind spot warning, rear cross traffic alert, lane departure warning, rear automatic braking, high beam assist and class-exclusive Intelligent Forward Collision Warning, alongside an 8-inch touchscreen with Apple CarPlay and Android Auto and push-button start. 2022 also moved content down: the SV King Cab absorbed the 9-inch screen, heated front seats, dual-zone automatic climate and leather-wrapped wheel that had been optional for 2021. It stops short of the top band because the base truck still rides on steel wheels with vinyl flooring and halogen headlights while rivals offer far more configurability at the same money.

Fair value rather than a bargain, and better on this axis than the 2023 and 2024 trucks simply because 2022 was the cheapest of the three: $39,705 delivered buys 400 horsepower and a full driver-assist suite, which is real content per dollar. What holds it mid-band is everything that comes after the sticker — towing and payload trail the class, there is one thirsty powertrain with no diesel, hybrid or turbo option, and the worst five-year resale in the full-size segment quietly erases the purchase-price advantage over the ownership period.

The broadest the second-generation Titan ever got in its late years, and still the narrowest offering in the full-size class. 2022 spans King Cab and Crew Cab, 4x2 and 4x4, four grades (S, SV, PRO-4X, Platinum Reserve), plus the separately framed Titan XD Crew Cab 4x4 — eleven light-duty MSRP permutations from $38,010 to $59,980. Against that, the mid-level SL grade was deleted for 2022, there is no regular cab, one bed length per cab, and exactly one engine, where an F-150 or Silverado buyer picks from three cabs, three beds and five or six powertrains.

The Titan's worst calendar year to that point and the weakest reading in the segment: 15,064 US sales in 2022, down 45% from 27,406 in 2021 and less than a third of the nameplate's 2017 peak, in a year when the full-size class as a whole was supply-constrained rather than demand-constrained. Ford sold more F-Series in a fortnight. The trajectory, not just the level, is what pins this near the floor.

Nissan is a neutral mainstream badge overall, but the full-size pickup is the most brand-loyal purchase in the US market and Nissan has no standing in it — no heritage, no work-fleet presence, and a dealer and service network built around cars and crossovers rather than trucks. In 2022 the brand was also still working out of a heavily fleet-and-incentive-led period, which further depressed image among the domestic-truck buyers this vehicle needs to convert.

Scored as buyer benefit, and 2022 is the weakest year of the Titan's run for it — not because Nissan withheld money but because the market did. Incentive spending industry-wide hit an all-time low of about $1,034 per vehicle in April 2022, roughly 82% of buyers paid over sticker, and truck inventory sat at record lows. The Titan still discounted harder than the class because nothing was moving it — roughly $1,500 in NMAC finance cash plus subvented APR on SV and above — so a shopper could beat MSRP here when almost nowhere else, but the clearance-grade money that made the 2023 and 2024 trucks genuine bargains was not yet on the table, and the offers excluded the base S.

Mid-cycle on paper, aging in practice. The A61 half-ton went on sale for MY2017 and took its only significant refresh for MY2020 — new front-end styling, the 9-speed automatic, the standard Safety Shield 360 suite — so 2022 is two years past that update and six years into the generation, and Nissan explicitly leaned on that in its own launch copy. But the platform itself dates to 2016, 2022 brought nothing beyond the deletion of the SL trim, and the segment moved underneath it that very year with an all-new Toyota Tundra and the Ford Lightning arriving. No replacement had been announced yet, which is the one thing keeping this out of the bottom band.

Reviewers were respectful about the engine and the warranty and unconvinced about everything else. The 2022 Titan finished near the bottom of every full-size ranking that placed it, won no comparison test and collected no major award — no 10Best, no NACTOY, no KBB or Edmunds class pick — in a model year when the all-new Tundra and the F-150 Lightning took most of the segment's honors. It avoids the bottom band because nobody called it bad: the criticism is consistently that it is competent and outclassed.