Nissan has been a mainstay in compact/midsize truck game for decades, going all the way back to the Hardbody models of the ‘80s and early ‘90s — and even longer for those of us who still have a few pairs of bell bottoms yet to be hove in the bin at Value Village. Right sized and motivated by bulletproof powerplants, these trucks usually succumbed to the rusties in rural Canada before they ever wore out.
Before diving into this new-for-’22 Nissan Frontier, can we please take a moment to appreciate the utterly solid job by Nissan’s marketing department when they named their little truck ‘Hardbody’? Why, popping for a particular option package would result in yer new pickup being called the ‘Hardbody Hustler’, making for as perfect a vehicle name — given its mission statement — as is ever likely to occur with the possible exception of Jensen Interceptor. Or the Isuzu Light Dump. Nissan introduced the Frontier name in 1997.
Under the hood of today’s truck is a 3.8L V6 engine, one which first cropped up a couple of years ago in other truck markets and now makes 310 horsepower with 281 lb-ft of torque as a side dish. These types of larger displacement six-cylinder engines are becoming something of a rarity in this segment, with GM and Ford both choosing to offer turbocharged four bangers in their midsizers, at 2.7L and 2.3L respectively. That amount of horses keeps pace with even the brawniest bowtie for 2023, but it must be said the Chevy offers a stunning 430 lb-ft of torque in its most aggressive state of tune. All GMC variants pack this amount of power as well.
Compare the specs of midsize pickups: Nissan Frontier, Ford Ranger, Chevrolet Colorado, and more
However, the naturally-aspirated nature of a large(ish) displacement V6 produces the type of hammer-down old-school power which will be familiar to anyone trading out of an older Frontier or even a Toyota Tacoma. Absent turbocharging, the Frontier immediately scampers over the macadam or sod without any sort of lag whatsoever. To be clear: modern turbocharged mills do not exhibit the lost-in-translation delay between a driver’s command for power and the actual delivery of such as severe as they once did — but the very nature of turbocharging (particularly in affordable mass-market vehicles) means there is some delay, however imperceptible. The Nissan has none at all, and it’s better off for it.
It’s also better off for the lantern-jaw styling crafted by the exterior design team. Elements of the truck are inspired by the aforementioned Hardbody, including the so-called interlocking headlights and a set of vertical fenders which could serve as stand-ins for the cliffs of Dover when painted white. It wouldn’t have killed Nissan to incorporate a trio of thin vents atop the grille surround, as they did in the new Pathfinder, as another callback to the old Hardbody. This would mean ditching the FRONTIER model name currently hammered into that space, a flourish which used to work as a familial tie to big-bro Titan. Now that truck’s been broomed, it’s a great time to make this change. The PRO-4X trim shown here adds Lava Red detail to the badges and grille, contrasting sharply against this colour of Baja Storm, a $300 option.
Also part and parcel of the PRO-4X trim is an electronic locking rear diff, Bilstein-branded off-road shocks, and a raft of underbody skid plates which protect Expensive Bits from being pulverized into oblivion. This level of off-road kit isn’t of the same calibre as that on offer from a Colorado ZR2 or the upcoming Ranger Raptor – but neither is its price. Consider a PRO-4X on the same keel as a Z71 or FX4 and you’re on the right (dirt) track. Every new Frontier sold in Canada, regardless of trim level, is equipped with four-wheel drive.
The new Frontier’s interior is similarly blocky, as if a t-square was the sole tool available to Nissan’s design team during development. This is not a complaint. Controls are straightforward and the gauge cluster is comprised of dials the size of dinner plates. Space in the front row of chairs was more than adequate for this 6’6” human, both in terms of head- and legroom, but the former was in short supply in the aft quarters thanks to a sunroof which rudely robbed headroom. Trims without this feature will not suffer such complaints.
Speaking of the back seat, Nissan remains one of the vanishing few manufacturers to offer its midsize truck in both King Cab and Crew Cab models. The latter is popular with many, given its four forward-swinging doors, but the King Cab holds tremendous appeal for buyers who often just have a passenger riding shotgun and use the back seat for storage. The King Cab trades a few inches of space in the aft quarters for useful room in the cargo box, a trade your author will gladly make for extra usability.
While the infotainment system houses a nine-inch touchscreen, which is a good size for this class, the backup camera on our tester offered up an outdated viewing experience. Oddly, the image seemed compressed to fit into the screen like back in the days when a person would set their television to the incorrect aspect ratio, causing Sly Stallone to appear four feet tall while fighting bad guys in Demolition Man. Nissan’s in-house infotainment system often looks like a crowded PowerPoint slide, so we generally let Apple CarPlay handle music and communication duties.
Buying advice? If you’re simply seeking an unpretentious right-sized truck, sample a Frontier King Cab in S trim. It’ll haul more gear than people — as a truck should — and will be equipped with the same powertrain as our tester for $10,000 less yet retains equipment like intelligent cruise control and conveniences like Apple CarPlay.
The only thing left to do is find a few Hardbody badges.
Keyword: Pickup Review: 2022 Nissan Frontier PRO-4X 4x4