Used Nissan Maxima 8th Gen (2016-2023): Buyer's Guide

The 2016 Nissan Maxima generated 142 complaints to NHTSA, including 10 crashes and 4 fires. The 2023 Maxima, the last one Nissan ever built, generated one. Same basic car, same V6, same CVT. What changed in between is the story of this generation: a rocky launch that got quietly sorted out over eight years, right up until Nissan ended the Maxima nameplate for good after the 2023 model year.

This Generation at a Glance

The eighth-generation Maxima (internally the A36) launched for 2016 as a full redesign, dropping the "4-Door Sports Car" tagline onto a lower, wider body with a distinctive floating-roof profile. Nissan gave it a cosmetic refresh for 2019: a reworked V-Motion grille, new headlights and LED taillights, an SR trim with genuine suspension upgrades, and a new Platinum Reserve package. The powertrain never changed. Every 2016-2023 Maxima uses the same 3.5L VQ35DE V6 and the same XTRONIC CVT. There's no manual, no turbo four, and despite some confusion online, no VC-Turbo engine ever made it into the Maxima; that engine stayed in the Altima.

2023 was the final model year. Nissan didn't replace the Maxima with a new generation. It ended the nameplate entirely, which makes this generation the last full-size sedan Nissan will ever sell in the US.

Third-party reliability trackers generally place this generation in the middle of the pack rather than at either extreme: not a standout like Nissan's own Altima or the segment's Toyota and Honda competitors, but not a car defined by a single catastrophic failure either. That matches what shows up in the complaint data and forum threads below: a handful of specific, well-documented weak points concentrated early in the run, layered on top of a fundamentally sound V6 and a body that's held up well structurally.

CarScout has collected market data for every model year in this generation: 2016, 2017, 2018, 2019, 2020, 2021, 2022, and 2023.

Powertrain & Trim Breakdown

One engine, one transmission, the whole generation. The story here is really about the CVT, the electrical system, and a couple of trim-specific components that show up again and again on Maxima.org and NissanForums.com.

The XTRONIC CVT

This is the single most-discussed component of the generation, and forum consensus is more nuanced than "Nissan CVTs are bad." The Maxima's 6-cylinder CVT is a different unit than the failure-prone 4-cylinder CVTs used in the Sentra and Altima of the same era, and owners on Maxima.org and NissanClub.com generally describe it as more durable, with well-documented cases of 170,000-plus miles on an original transmission serviced every 30,000 miles.

That said, Nissan issued TSB NTB17-039L covering 2016-2019 Maximas for CVT shaking, juddering, and vibration under load. The fix ranges from a valve body replacement to, in more severe cases, replacing the CVT sub-assembly. Complaints describe lurching on acceleration, hesitation, and in the worst documented cases, full transmission failure requiring a replacement north of $4,000. The factory powertrain warranty on the CVT runs 5 years or 60,000 miles, whichever comes first, so a 2016-2018 Maxima bought used is very likely outside that coverage window.

The pattern that emerges from owner reports: Maximas that got CVT fluid changed around every 30,000 miles, well short of some of Nissan's longer published intervals, report far fewer problems than ones running on original factory fluid past 60,000-80,000 miles. On a test drive, accelerate from a stop and hold steady throttle up through highway speed. Any shudder, flare, or hesitation is worth walking away from or getting a transmission specialist to inspect before you buy.

The 3.5L VQ35DE V6

Separate from the CVT, the engine itself has a strong reputation. It's a naturally aspirated V6 Nissan had already refined for over a decade before it went into this generation, and owner reports of 200,000-plus miles on the original engine, with nothing more than standard maintenance, are common on Maxima.org. There's no widely-documented engine-specific failure pattern comparable to the CVT or the electrical issues below. The VQ35DE requires premium gasoline across every model year of this generation, which is worth factoring into your running-cost math even though the engine itself is a low-drama part of the car.

Alternator and charging system (concentrated in 2016-2017)

A repeat-failure alternator pattern shows up specifically in early-build 2016 and 2017 Maximas. Owners on Maxima.org and NissanClub.com describe a frustrating cycle: an alternator fails, gets replaced, and fails again within weeks, sometimes two or three times in a year. Some mechanics point to Nissan's computer-controlled charging system fighting with the alternator's own internal regulation; others trace it to corroded or loose grounds and battery cable connections that standard alternator bench tests don't catch. If you're looking at a 2016 or 2017 Maxima, ask directly whether the alternator has ever been replaced, and if so, more than once. A single clean replacement isn't a red flag on its own; a pattern of repeat failures is.

Panoramic sunroof (SL and above)

Maxima's dual-panel panoramic moonroof, standard from SL trim up, generates a steady stream of forum threads about sunshade clips breaking and the shade getting stuck open or closed. Nissan's own technical bulletin covers moonroof adjustment and repair procedures for this generation. Costs vary widely by what actually fails: a glass-only replacement runs roughly $300-$1,200, while damage to the frame or cassette assembly that houses the whole mechanism can run $1,000-$2,000 or more. One owner on a repair forum was quoted as high as $8,000 for a full frame replacement after a sunshade clip failure cascaded into frame damage. Cycle the sunroof fully open, tilted, and closed during any test drive, and listen for grinding or binding.

Brakes and two early safety recalls

Nissan issued two recalls tied to the 2016 model year specifically. Campaign 15V733000 covers front brake caliper mounting bolts on Maximas built between October 6 and October 7, 2015, that may not have been properly torqued at the factory, risking a detached caliper and reduced braking. Campaign 15V486000 covers a fuel sending unit o-ring that wasn't seated correctly on certain 2016 Maximas (and related Altimas), which could leak fuel in a crash. Both are free dealer fixes if not already completed. Separately, a 2020 recall (20V570000) covers rear window glass on certain 2020 Maximas, Altimas, and Leafs that may not stay properly secured. None of these are ongoing wear issues, but all three are worth confirming were completed before you buy.

Outside of the recalls, owners describe vibrating brakes and rotors that wear faster than expected as a general maintenance item across the generation rather than a single documented defect. Budget for rotors and pads somewhat sooner than you would on a car this size from other brands.

Phantom braking and driver assistance

The Maxima is named in the broader Nissan litigation over Automatic Emergency Braking and Intelligent Cruise Control systems that can activate with no obstacle present, covering model years 2015-2019 across several Nissan models including the Maxima. Owners describe sudden, unprompted braking both in reverse and while ICC is engaged in traffic. If you're looking at a 2016-2019 Maxima with these features, pay attention during your test drive to whether the system brakes on its own for no visible reason.

Suspension feel and interior electronics

Maxima.org and NissanForums.com threads describe two lower-severity but recurring patterns worth knowing about. The first is suspension creaking over inclines and declines, most often described as coming from the rear, and a tendency to tramline (follow grooves and ruts) on rough or grooved pavement more than owners expect from a car marketed on handling. Neither is a safety issue, but both are worth noticing on a test drive over varied road surfaces, since a creak that's already present on a used example will not go away on its own.

The second is a scattering of minor electronics complaints that show up across model years rather than concentrating in one: audio volume that gets stuck on the parking-sonar chime level and won't adjust for radio or phone calls, and, less commonly, a driver's window that won't fully lower even after the regulator motor has already been replaced once. Neither pattern is as consequential as the CVT or alternator issues, but they're common enough on the forums that a thorough test of every window and audio function during your test drive is worth the extra five minutes.

Trim-Specific Notes

Nissan sold this generation as SV, SL, SR, and Platinum, with a Platinum Reserve package added in the 2019 refresh.

SV is the base trim and, notably, the one that skips the panoramic moonroof, so it also skips the sunshade and cassette failure pattern that shows up on every higher trim. It still gets the full 300-horsepower V6, leather upholstery, heated front seats, and parking sensors. If you want the drivetrain without the moonroof risk, SV is the way to get it.

SL adds the dual-panel panoramic sunroof, adaptive cruise control, a heated steering wheel, ambient lighting, and a 12-speaker Bose system. This is where the sunroof cost math starts to matter: worth budgeting for eventual sunshade or motor service if you keep the car past 80,000 miles.

SR layers genuine mechanical changes on top of SL: 19-inch wheels, a sport-tuned suspension, Active Ride Control and Active Trace Control, active engine braking, and column-mounted paddle shifters. It's the trim enthusiast owners on Maxima.org gravitate toward, and it doesn't carry any additional documented failure pattern beyond what SL already has. The suspension is stiffer, which is worth a test drive on rough pavement before you commit.

Platinum is the luxury flagship: semi-aniline leather, a 360-degree camera, power-adjustable steering column, driver memory seats, and (post-2019) the Platinum Reserve package's heated rear seats and unique interior trim. It carries the most content of any trim and, by extension, the most that can eventually need attention, though nothing beyond the CVT, alternator, and sunroof patterns already common to SL and up.

SR and Platinum both step up to 19-inch wheels, versus 18-inch on SV and SL. It's a meaningful look upgrade, but larger wheels mean shorter tire sidewalls and pricier replacements down the road, worth factoring in if you're cross-shopping trims at similar prices.

What's worth paying up for: SR if you actually want the sportier feel and don't mind the firmer ride and larger wheels. Platinum if rear-seat comfort and the full luxury feature set matter to you. If neither, a well-maintained SL or even SV gets you the same drivetrain for meaningfully less money and one less system (the moonroof, on SV) to worry about.

Which Model Years to Target Within This Gen

The 2016-2017 cars are the cheapest way into this generation, and the discount is real, but so is the risk: they carry the bulk of the alternator complaints, the two model-specific recalls, and the front end of the CVT judder window. A 2016 or 2017 with documented alternator and CVT service history, and confirmed recall completion, can still be a smart buy. If you'd rather not deal with any of that, 2018 and 2019 already show a steep drop in complaints while staying meaningfully cheaper than the last three model years. For the lowest risk, 2021-2023 combine the facelifted styling, the most sorted version of the CVT and electrical systems, and, in the case of 2023, the distinction of being the final Maxima Nissan ever sold.

Because the nameplate is discontinued rather than replaced, parts and service support work differently than on a typical outgoing generation. Nissan dealers still stock and service the Maxima like any other recent model, since there's no newer version competing for service-bay attention, but it's worth confirming with a local dealer that routine parts (CVT components, sunroof assemblies) aren't already trending toward special-order status before you commit to a higher-mileage example you plan to keep for years.

Pre-Purchase Inspection Checklist

• Drive it like you would every day: accelerate firmly from a stop and hold steady throttle to highway speed. Any CVT shudder, flare, or hesitation, especially on a 2016-2019 car, is a real problem worth a transmission specialist's opinion before you buy.
• Ask for CVT fluid change records. Owners who service it every 30,000 miles report far fewer problems than owners who don't touch it until 60,000-80,000 miles.
• On a 2016 or 2017 car, ask directly whether the alternator has ever been replaced, and how many times. One replacement isn't unusual; a repeated pattern is.
• On SL, SR, and Platinum trims, cycle the panoramic sunroof fully open, tilted, and closed. Listen for grinding, and check that the sunshade moves freely without catching.
• Run the VIN through the recall lookup tool and confirm campaigns 15V733000 (brake caliper bolts, 2016), 15V486000 (fuel sending unit o-ring, 2016), and, if applicable, 20V570000 (rear window glass, 2020) show as completed.
• Test the Automatic Emergency Braking and Intelligent Cruise Control systems on your drive. Unexplained braking with no obstacle present is a documented issue on 2015-2019 Nissan models, including the Maxima.
• Check brake pedal feel and look for vibration under braking; rotors and pads on this generation tend to wear sooner than buyers expect for the car's size.
• Cycle every window. A handful of owners report a driver's window that won't fully lower even after a regulator motor replacement.

Running Costs

Expect meaningfully higher fuel costs than a comparable four-cylinder midsize sedan given the V6 and the premium-fuel requirement across every year of this generation. The CVT is the one component worth actively budgeting for: a proactive fluid service every 30,000 miles is cheap insurance against the multi-thousand-dollar valve body or sub-assembly repair some owners describe on neglected units. On SL trim and above, factor in the possibility of a sunroof-related repair, anywhere from a few hundred dollars for a shade clip to well over a thousand if the cassette assembly is involved, sometime after the 80,000-mile mark.

Brake service is the other line item worth planning for earlier than you might on a comparable sedan from another brand, given the vibration and premature wear reports discussed above. None of these costs make the Maxima expensive to run relative to other V6 sedans in its class, but they're concentrated in different systems than most buyers expect, so it pays to know where to look before something surprises you.

FAQ

Is the 2016-2023 Nissan Maxima CVT reliable? It's more durable than the four-cylinder CVTs in other Nissan models of the same era, with owners regularly reporting 150,000-plus miles on original transmissions serviced every 30,000 miles. TSB NTB17-039L covers a documented judder and shaking issue in 2016-2019 cars, so budget for a valve body inspection on early, high-mileage examples without service records.

What year Nissan Maxima should I avoid? 2016 carries the most NHTSA complaints of the generation (142), plus two recalls and the bulk of the alternator failure reports. It's not a car to automatically avoid, but it needs the most careful pre-purchase inspection of any year in this generation.

How many miles does a Nissan Maxima last? The VQ35DE V6 has a strong reputation for longevity, with owners on Maxima.org regularly reporting 170,000 to 200,000-plus miles on the original engine with standard maintenance. The CVT is the component most likely to need attention first, particularly on cars without regular fluid service.

Is the Nissan Maxima panoramic sunroof worth it? It's a genuine comfort feature that most SL, SR, and Platinum owners enjoy, but it's also a documented source of repair costs ranging from a few hundred dollars for a broken sunshade clip to well over a thousand for cassette or frame damage. Buyers who want to avoid the risk entirely can stick with the SV trim, which doesn't include it.

Why did Nissan discontinue the Maxima? Nissan ended Maxima production after the 2023 model year without a direct replacement, closing out a nameplate that dated back to 1981, as sedan sales across the industry continued shifting toward SUVs and crossovers. That makes the 2023 model both the most sorted version of this generation and the last full-size sedan Nissan will sell in the US.

Bottom Line

Run every VIN through a recall check before you commit, especially on 2016 and 2020 model years. If you want the lowest risk, a 2021-2023 SL or SR gets you the fully sorted version of this platform, and a 2023 gets you the last Maxima Nissan ever built. If you're shopping the cheaper 2016-2017 cars, budget for a transmission specialist's opinion on the CVT and ask hard questions about alternator history before you sign anything. CarScout members can track price drops on specific Maxima trims and years at usecarscout.com.

Data sourced from NHTSA recalls and complaints databases, EPA fuel economy data, and real owner experiences from Maxima.org, NissanClub.com, NissanForums.com, and NicoClub.com. See the full Nissan Maxima market data for pricing and inventory.