Seen the latest Star Trek film? Then you'll be familiar with the ongoing work of the Nissan designer responsible for the front-end of the new, second-generation Murano.

But, in case you're not, let's explain. After completing his work for Nissan, the guy moved out to Hollywood and became a movie set model-maker.

You've seen his work: He designed the Romulan cruiser that in the latest Trek movie pokes, every once in a while, out a black hole to blast away at unsuspecting Star Fleet Command spaceships.

Of course, I'm joking, though the car and spacecraft are uncannily similar in their evil outlandishness. True, the previous Murano also thought well outside the usual off-roader square, but this one - front-on at least - really raises the game.

Allowing that chrome leer of a grille to migrate above the "arrowhead cool-eye" (translation: Squinty) headlights this time is an especially distinctive 'look at me' touch, though some would say only in the same way that having a moustache implanted on your forehead would be.

The most remarkable thing about the scary upside-down face is that it's supposed to be representative of a more conservative design trend. No, really. Let's hope, then, that the California design studio responsible never gets to unveil it's more, er, creative designs.

Of course, that's just the front end. From other angles, it's very similar to the previous car. So much so that perhaps you'll never imagine this version is a fresh start. It is built on the new D-platform, shared with the new Maxima and 370Z and every body panel, that is stronger, stiffer and more sophisticated, thanks to a new multi-link rear suspension.

Yet due to what Nissan calls an 'evolution of an iconic shape' - we'd assume they mean the gladiator helmet profile - it retains such a strong side-on resemblance to the 2003 original that even when new parks up alongside old you need to look twice, even three times to pick one from the other. Viewed in isolation, you might well be none the wiser.

The Murano, of course, is not from outer space. But neither is from the orthodox school of SUV design. It's not even particularly Japanese, despite wearing a Japanese brand badge, and being built in a Japanese factory (by, of course, Japanese people), because it was designed in California, to meet American tastes.

The implications of this are reflected just as much in the mechanical makeup. In a market where diesels four-by-fours have the high ground, and the Hilux ute reigns supreme, the place for a comfort-oriented, electronics-laden five-seater running a V6 petrol driving through a CVT in preference to a conventional transmission might equate to little more than a niche.

As with the previous model, the sales prognosis for this second-generation car is modest, though the Murano is not entirely out on a limb. It provides a particularly smooth and far from underpowered mode of transport, is well-equipped and spacious and assembly is up to scratch.

In terms of general design and driving feel, the Nissan is uncannily like the Lexus RX we tested earlier in the year. The makers of the top-drawer Toyota will be less than happy about this, because their car is supposed to be a lot more exclusive and is certainly much more expensive. Murano buyers, on the other hand, might feel pretty chuffed that spending $59,990 buys much the same thing.

It's a pity there is no seven seat option as this second-generation model seems almost big enough now to take a third row of chairs. As a five-seater, it is spacious and comfortable, with excellent rear legroom for a mid-size SUV. The front seats are soft and wide, but proved supportive and comfortable during a long stint. The fully-adjustable seats and steering column made finding the right driving position straightforward.

There's less risk in the interior design than you'll see at the kerbside. Presentation and finish have been improved and the surroundings are more pleasant. Gone are a lot of the plastic cabin materials and those orange dials. Now we get a layout more conventional in appearance and better detailing.

Aluminium highlights add a touch of class, while the quality of the leather is improved from shiny to silky. The hide is also double-stitched, which is the sort of detail you normally only find in cars costing two to three times as much.

Even though we don't get the full equipment level offered Stateside, there's still a lot of stuff to play with.

The driver's seat has eight-way power adjustment and it and the front left seat is heated, there's dual-zone climate control, a six-stack CD player with 11-speakers, a trip computer, reversing camera and rain sensing wipers. There's also an iPod interface, but it's poorly-sited (in the back of the centre oddments bin) and the requirement for a special triple plug suggests it was originally designed for a gaming console.

Auto on/off headlights, keyless ignition with a start/stop button and a power-operated tailgate are reminders of this car's primary target market. Clearly, any operation that requires any degree of effort is deemed un-American. It's a wonder the doors don't self-open as well.

The LCD screen dominating the dash was designed for sat nav and showing movies, but those operations don't work here. It does show the reversing camera view, but otherwise it continues to simply display heating and stereo functions, and acts as a trip computer interface.

The screen is easy to see and use - except in full sunlight - and the reversing camera has above-average display clarity. The trip computer is confusing, however. It's mainly dedicated to displaying instant and average fuel burn, I the form of various bar graphs, none of which provide a particularly accurate idea of what's going on.

Maybe that's the idea. Petrol SUVs aren't known for their thrift and though this version of the long-serving 3.5-litre VQ35 is supposed to achieve 10.9 litres per 100kmh, a 9.1 percent improvement over the old car, I wasn't entirely surprised to see an average closer to a 14L/100km during the test period.

True, there are a lot of hills around where I live, but that kind of return puts it up with the Ford Territory Turbo. Nissan doubtless offers daily prayers that another petrol price crisis will not return any time soon.

What the V6 does deliver, in spades, is heaps of syrupy grunt. Outputs of 191kW at 6000rpm and 336Nm at 4400rpm, represent improvements of 19kW and 18Nm respectively, and it's certainly something of a rapid response unit, with 0-100kmh in 8 seconds flat. In saying that, though, there are occasions when you'd be forgiven for thinking that the CVT is working against, rather than for, it.

Extensive changes to the powerplant - notably improved cooling efficiency and reduced internal friction of internal components (the valve lifters, which have diamond-like carbon coating, and camshafts and the forged crankshaft have microfinished surfaces) - are neither heard nor felt, because the engine is extremely smooth.

Does the elevated fuel burn raise a question about CVT, which supposedly has the ability to make every litre last that little bit longer is suspect? In theory, no. By selecting from a near-infinite number of ratios, a CVT should keep an engine in its most efficient range, and yet you wonder if it always does. Watching the revs rise after you've throttled off is rather unusual behaviour, after all.

CVTs work best with big-torque outputs, though ironically that's also when they're being worked hardest - too much twisting force and they tend to break - and the transmission is virtually seamless when left to its own devices. With so much torque to dig into , it's less prone to mimicking a car with a slipping clutch than Nissan's smaller CVT offerings are. The Murano's Xtronic version also features a six-speed manual mode to let you hand shift. Which makes it almost akin to a good kind of 'regular' automatic. Which I think, ultimately, I'd prefer to have.

Despite its high riding, all-wheel drive mechanicals, the Murano is first and foremost urban transport so, although capable of off-road driving, the All Mode 4x4i works best on sealed surfaces, ground clearances are modest and the tyres are definitely for seal, not soil.

As on the smaller X-Trail, drive is normally to the front wheels only, with torque going to the back only if the going gets slippy. Alternatively, you can switch to permanent four-wheel drive. Up to speeds of 80kmh, the system works predictively, Nissan saying that it will monitor throttle position and engine torque and when deemed necessary will transfer torque rearward. Above 80kmh the system responds to wheelslip.

Those chassis revisions make the whole experience less boat-like than before, and the steering is now moderately weighted. The new multi-link rear suspension copes better with mid-corner bumps and helps keep the wheels perpendicular to the road to give more tyre-to-road contact.

Ultimately the Murano is more attuned to passenger comfort than driver thrills, and body roll in bends can become a little alarming, but it provides a safe enough ride. Refinement is good. Nissan has gone to great lengths to keep the cabin as quiet and comfortable as possible, with extensive underbody aerodynamic work and insulating materials.

Active safety starts with Nissan's Vehicle Dynamic Control (stability control) with traction control and anti-lock brakes with electronic brake force distribution.

Dual stage front airbags, side curtain airbags for front and rear passengers, active head restraints and low friction seat belts make up the passive safety.

The Murano also includes update crash structures with front and rear crumble zones. The car has not been tested under the NCAP regime favoured by New Zealand safety gurus but the US model has undergone testing by the National Highway Traffic Safety Administration. It recorded a four-star frontal crash rating and five stars for side impact protection.

So, yes, there are strengths. But you can't help but think that a big petrol SUV is heading up the wrong street these days. If Nissan was truly serious about this car, they'd be following Ford's example with the Territory, and start thinking about slotting in a diesel.

What this means to you: An intriguing car, but still an outsider in the SUV scene.