Used Nissan Altima 5th Gen (2013-2018): Buyer's Guide

The 2013 Nissan Altima received 12 NHTSA recalls and accumulated over 2,000 owner complaints. The 2018 Altima received one recall and 219 complaints. Same platform. Same body style. Same CVT transmission architecture. Vastly different ownership exposure.

That spread tells you the entire buying story for the fifth-generation Altima. The generation ran from 2013 through 2018, got a meaningful facelift for 2016, and ended with the last two model years being genuinely solid used car buys. The first two model years were not. Three separate class action lawsuits covering CVT failure, headlight delamination, and a hood that could fly open at highway speed tell you what Nissan was dealing with at launch.

Knowing which year and which engine you're buying matters more on this car than on almost anything else in the midsize sedan segment.

This Generation at a Glance

The fifth-generation Altima (internal code L33) launched for 2013 as a full redesign of the 2007-2012 L32 platform. It brought a new 2.5-liter four-cylinder replacing the previous 2.5, a revised 3.5-liter V6, and an aerodynamic body with a 0.29 Cd drag coefficient. A mid-cycle refresh arrived for 2016 with revised front and rear styling, a new center console layout, available advanced safety tech, and a re-tuned CVT and suspension. Both engines use timing chains, not belts.

Key dividing lines within the generation:

• 2013-2015 (launch era): Maximum recall exposure. CVT judder most common. Takata airbag risk on 2013-2014. Hood latch issues most prevalent. Occupant sensor airbag recall on 2013-2016.
• 2016-2018 (post-refresh): Revised styling, new interior, re-tuned CVT. Complaint rates drop substantially year over year. The 2016 SR trim added for sport buyers.
• 2018 (final year): One open recall. Lowest complaint count of the generation. Best value for buyers who can find a clean one.

See year-by-year inventory for this generation: 2015 | 2016 | 2017 | 2018

Powertrain and Trim Breakdown

2.5L QR25DE Four-Cylinder with CVT

This is the engine in 95 percent of used Altimas on the market. It powers every trim except the 3.5 SL. It is also the source of the generation's defining problem.

The Altima's CVT is a JATCO unit that uses a steel push belt running between two variable-diameter pulleys. What owners report, consistently across forums, Reddit threads, and NHTSA complaints filed in the thousands, is judder. A shudder or vibration, most pronounced at cold start and under light acceleration between 1,000 and 2,000 RPM. The fault code is P17F1: abnormal slip detected in the primary clutch. The cause is wear on the belt and pulley faces, combined with degraded CVT fluid. Once P17F1 sets, the transmission is on borrowed time.

CVT failures in 2013-2015 models are documented at an average of around 87,000 miles based on NHTSA complaint filings. Some owners see the shudder begin as early as 60,000 miles. The transmission can sometimes be coaxed along with a fluid change and Nissan's NS-3 CVT fluid, but if the shudder is present, budget for a worst case: CVT replacement runs $4,800 to $5,500 at independent shops. Rebuilt units run $3,200 to $4,000. Dealer pricing is higher.

Nissan settled a class action covering 2013-2016 Altimas (Gann et al. v. Nissan North America) that included a 24-month/24,000-mile CVT warranty extension. That extension is now expired for all vehicles in this generation. A separate settlement covered 2017-2018 owners. Neither extension is active today. There is no open recall on the CVT.

The practical implication: when buying a 4-cylinder Altima, the CVT is the make-or-break item. Transmission fluid condition and service history are more important than anything else on this car.

Within the 4-cylinder lineup, year matters significantly. The 2013 was the worst CVT year. Nissan issued software updates and mechanical improvements through the production run. Forum consensus on AltimaForums.net and The Nissan Club is clear: the 2013-2014 4-cylinders had the highest failure rate. The 2016-2018 4-cylinders, with the re-tuned CVT, have a substantially cleaner record. The 2017 and 2018 models show dramatically lower powertrain complaint rates in NHTSA filings.

What owners love about the 4-cyl: The 31 combined MPG is genuinely excellent for a midsize sedan. The engine itself is durable; 200,000-mile QR25DE engines are not uncommon when the CVT doesn't take the car down first. The car is quiet, comfortable, and gets out of its own way for commuting.

3.5L VQ35DE V6 with CVT

The V6 Altima is a different car. Not just in performance but in reliability.

The 3.5L VQ35DE produces 270 horsepower and pairs with a different JATCO CVT unit than the four-cylinder. The V6's CVT uses a different design and different fluid capacity. Forum discussions going back to 2013 consistently note the same thing: V6 CVT failures are essentially unheard of. The shudder complaints, the P17F1 codes, the class action lawsuits: they are almost exclusively a 4-cylinder story. Owners on The Nissan Club and AltimaForums.net who specifically asked about V6 CVT reliability over the years report no issues.

The VQ35 engine family has earned a strong reputation for longevity across the Nissan and Infiniti lineup. It is robust, proven, and not prone to expensive surprises. Combined with the more reliable CVT unit, the 3.5L Altima offers a fundamentally cleaner ownership proposition than the 2.5L.

The tradeoff is economy and availability. The V6 returns 26 combined MPG versus 31 for the four-cylinder. The 3.5 SL was the only trim that came with the V6, making used examples less common and optioned-up with features that some buyers don't need. Expect to pay $1,500 to $3,000 more for a comparable V6 model versus a 4-cyl of the same year and mileage.

What to check on V6 models: The 3.5 SL came standard with a sunroof. Sunroof drains on older examples can clog and cause water to collect above the headliner. Check the headliner for staining at the corners. The V6 also came with more electronics as standard: navigation, Bose audio, and advanced safety tech. More systems to potentially malfunction. Check that everything works before buying.

Trim-Specific Notes

The fifth-gen Altima lineup breaks cleanly by price tier:

2.5 S (base): Steel wheels, basic audio, no sunroof. Lowest upfront price, lowest ongoing parts cost. Avoid the very early 2013-2014 S trim: these have the worst CVT year combined with the fewest features.

2.5 SV: The volume trim. Adds 17-inch alloys, remote start, and better audio. A clean 2017 or 2018 SV at reasonable mileage is probably the best value in this generation. It hits the sweet spot between features and price without the premium of the SL.

2.5 SR (2016-2018 only): Added with the 2016 refresh. Brings 18-inch wheels, sport-tuned suspension, paddle shifters, and a firmer chassis tune. The suspension tuning tightens up the ride without making the car harsh. If you want a sportier feel and can find a 2017-2018, the SR is worth the modest premium over the SV.

2.5 SL: Leather seats, Bose premium audio, 7-inch touchscreen (before 2016) or 7-inch NissanConnect (2016+). The SL adds features but also adds complexity. The larger screen and nav system on pre-2016 SLs is outdated and somewhat awkward to use. The 2016+ SL improved the infotainment layout considerably.

3.5 SL: The only V6 trim. Loaded with everything: navigation, sunroof, adaptive cruise, heated seats. More reliable powertrain. More expensive to buy. Worth searching for if you want peace of mind and can stomach the fuel economy hit.

Tech note on CarPlay and Android Auto: The pre-2016 infotainment system does not support Apple CarPlay or Android Auto. The 2016-2018 system has Bluetooth mirroring support but native CarPlay/Android Auto was not added until the 6th gen. Budget for an aftermarket head unit if smartphone integration is important to you.

Which Model Years to Target Within This Gen

The 2013 is the hardest case. Twelve recalls in a single model year is extraordinary. The CVT complaints for 2013 alone number over 2,000 in NHTSA filings. Every major problem this generation ever had showed up on the 2013. Avoid unless the price accounts for all of that and a CVT replacement is already documented.

The 2014 is nearly as problematic. Takata airbag recall carried over. CVT complaints remained elevated. Still has significant ownership exposure.

The 2015 represents a transition year. Some CVT improvement, but still seven recalls and nearly 1,000 complaints. 2015 inventory is priced attractively at this point, but inspect the CVT carefully before buying any 4-cylinder.

The 2016 is where the generation becomes a reasonable used buy. The refresh improved the interior, tuned the CVT, and three recalls is a normal number for a production vehicle. Complaints dropped by 400 versus 2015.

The 2017 and 2018 are the targets. The 2017 has the post-refresh refinement, a dramatically lower complaint profile, and enough production volume that finding a clean example with documented service history is realistic. The 2018 is the cleanest year outright. One recall, 219 complaints, no Takata exposure, and the final year quality refinements that come at the end of any production run.

Pre-Purchase Inspection Checklist

All Trims: Start Here

Run the VIN through the NHTSA recall database at /tools/recall-lookup before scheduling an inspection. Verify the hood latch recall (campaign 20V315000) was completed. If it wasn't, get it done at a Nissan dealer: it is free. Do not skip this step: an uncompleted hood latch recall on this car means the hood can open at highway speed.

Check all four tires for wear. Cupping or scalloping on the rear tires points to worn rear suspension bushings, a common complaint on higher-mileage examples from northern states where road salt accelerates corrosion on the lower suspension links.

Inspect the headlights. The halogen reflector coating on 2013-2018 halogen Altimas is known to delaminate and dim over time. Look inside the headlight lens for fogging, browning, or uneven reflector surface. A delaminated assembly cannot be repaired. Both assemblies need replacement at approximately $400 to $700 per side plus labor.

Check the rocker panels and lower door edges for rust bubbling, particularly on any car from a rust-belt state.

2.5L Four-Cylinder Specific Checklist

This is where the inspection earns its value.

• Start the car cold. Wait. Before the engine reaches operating temperature, accelerate gently from a stop. Any shudder, hesitation, or vibration between 1,000 and 2,000 RPM indicates CVT judder. This sensation can feel like mild tire shimmy or a subtle vibration through the floor. It does not go away with warming. Walk away.
• Rev to 3,000 RPM in a parking lot. The CVT should feel linear. Any jerkiness, slip, or delay in power delivery is a red flag.
• Pull the CVT fluid dipstick if accessible. NS-3 fluid should be clear to very light pink. Dark, brown, or metallic-smelling fluid indicates neglected maintenance and elevated failure risk.
• Ask for CVT fluid change records. Owners who changed CVT fluid every 30,000 miles have a far better track record than those who followed Nissan's 60,000-mile recommendation or skipped it entirely. No service records for a 2013-2015 model above 60k miles is a serious red flag.
• On 2013-2015 models: Confirm the occupant classification sensor recall was completed (affects 2013-2016). The front passenger airbag may not deploy correctly if it hasn't been done.

3.5L V6 Specific Checklist

• Inspect the sunroof seals and headliner corners for water damage.
• Test every electronic system: adaptive cruise, Bose audio, navigation, heated seats, all windows.
• Check the front parking sensors for damage, common on used luxury-trim examples.

Running Costs

The most important maintenance item on any 4-cylinder Altima is the CVT fluid. Nissan originally specified NS-3 fluid with a 60,000-mile change interval. Forum consensus, backed by failure data, is that 30,000 miles is safer. The fluid must be Nissan NS-3 (or compatible equivalent). Using a generic CVT fluid in this transmission accelerates belt wear and brings failure forward. A $200 fluid change at 30,000-mile intervals is cheap insurance against a $5,000 transmission.

Both engines use timing chains, not belts, so there is no timing belt replacement interval to budget for. The QR25 chain is generally trouble-free through high mileage if oil is changed regularly. Use full synthetic, change it every 5,000 to 7,500 miles, and the chain will last.

RepairPal estimates the Altima's average annual repair cost at around $500, which aligns with reality for well-maintained 2016-2018 examples. For 2013-2015 4-cylinder models, budget significantly higher or have a transmission fund on standby.

FAQ Block

Is the 5th gen Nissan Altima CVT reliable? It depends on the year and engine. The 3.5L V6's CVT has very few documented failures. The 2.5L 4-cylinder CVT is the problem. Early models (2013-2015) have high failure rates averaging around 87,000 miles per NHTSA data. The 2016-2018 4-cylinder CVT is substantially improved but not immune to failure, especially if fluid was neglected.

Which year 5th gen Altima should I buy? The 2017 or 2018. The 2017 has the post-refresh improvements, three recalls, and 377 total NHTSA complaints. The 2018 has one recall and 219 complaints. Both are dramatically cleaner than the 2013-2015 launch years. If budget requires an earlier year, 2016 is the first post-refresh year and represents the minimum acceptable risk level for a 4-cylinder buy.

What years of the 5th gen Altima should I avoid? The 2013 and 2014. The 2013 had 12 NHTSA recalls and over 2,000 owner complaints. CVT failures, Takata airbag exposure, and hood latch risk all concentrated in a single model year. The 2014 isn't far behind. These are cars to avoid unless the price reflects their history and a CVT replacement is documented.

Is the 5th gen Nissan Altima V6 worth the premium? Yes, if you can find one. The 3.5L VQ35 engine pairs with a different CVT than the 4-cylinder, and V6 CVT failures are essentially absent from owner forums and NHTSA complaints. The V6 is only available in the 3.5 SL trim, which means you're paying for a fully loaded car. If the budget allows and you want to skip the CVT worry entirely, it is worth it.

How many miles should a 5th gen Altima last? The QR25 four-cylinder engine routinely reaches 200,000 miles when maintained properly. The V6 is similarly durable. The limiting factor is the CVT, not the engine. A 4-cylinder Altima that has had regular CVT fluid changes every 30,000 miles and shows no shudder has reasonable odds of going well past 150,000 miles. One that has skipped fluid changes is a gamble regardless of year.

Bottom Line

The 2017 or 2018 with the 2.5L four-cylinder is the sweet spot of this generation. Confirm the hood latch recall is complete, verify CVT fluid service history, and test-drive cold to check for judder. The V6 3.5 SL is the cleanest buy of all if you can find one and afford it: it sidesteps the CVT story entirely. Avoid the 2013 and 2014 unless you are prepared for a CVT replacement as a near-term expense.

Run every VIN through a recall check. CarScout members can set alerts for specific trims, years, and prices on the Nissan Altima market page.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from AltimaForums.net, The Nissan Club (nissanclub.com), CarComplaints.com, and class action settlement records. See the full Nissan Altima market data for current pricing and inventory.