Nissan Pathfinder 2013 Review

Not so much:
>> Foot-operated park brake
>> CVT occasionally caught napping
>> Seat comfort and support could be better

OVERVIEW

The latest ‘Pathie’ loses almost all of the ruggedness of its forebears, but in doing so gains a level of comfort and refinement that will help it compete in a field now dominated by ‘softroading’ family haulers.

Unlike the previous Pathfinder, the new model does not offer a manual transmission, low-range four-wheel drive or a turbo-diesel engine. The new Pathfinder also leaves behind its trade-tough body-on-frame past, now sharing a monocoque body with underpinnings common to Altima, Maxima and Murano.

Whether these changes are a good thing or not will largely depend on your viewpoint. But on-road, it’s clear that the new Pathfinder is an accomplished performer, and one we think will perform well in the showroom sales stakes.

Priced from $39,990 (plus on-road costs), the seven-seat Nissan Pathfinder arrives with the choice of  front and all-wheel drive. Both formats are powered by a V6 petrol engine, and both are mated to a continuously variable transmission (CVT).

PRICE AND EQUIPMENT

All-wheel drive (AWD) is offered on the ST and across the three-tier Pathfinder range (see below for pricing).

The ST includes standard features such as 18-inch alloy wheels, power windows and mirrors, cruise control, Bluetooth telephony and audio streaming and three-zone climate control. Cloth seats, a trip computer, reversing camera and sensors, tyre pressure monitoring, and a six-speaker single-CD tuner with 2GB music server, USB and auxiliary audio inputs, and a 7.0-inch colour infotainment display are all also standard.

Middle-rung Pathfinder ST-L is priced from $50,290 (plus ORCs) for the front-drive variant. The equipment list sees the ST-L add electrically adjustable front seats with seat heaters, an electrically adjustable steering column, electrochromatic rearview mirror, leather trim, front-row sunroof and a panoramic glass rear sunroof to those features listed (above) for the Pathfinder ST.

The ST-L is also offered with an option pack that comprises satellite navigation, a 13-speaker BOSE audio system with 9GB music server and an around-view parking monitor. The pack is priced at $2300.

Finally, at the top of the grade is the Pathfinder Ti -- priced from $60,790 (plus ORCs) in 2WD guise.

In addition to those features listed for the ST-L, the range-topping Ti variant is fitted with twin 7.0-inch rear-seat DVD monitors with wireless headphones (two only), an 8.0-inch display for the BOSE-enhanced premium audio system (as fitted to ST-L option back, above), memory function for the seats and steering column position and 20-inch alloy wheels.

Across the line-up the option of AWD attracts a premium of $4300 on ST, $4000 for the ST-L and $4100 on the Pathfinder Ti. Metallic paint attracts an additional charge of $495 on all models.

It is unlikely Nissan will offer a turbo-diesel engine in its new Pathfinder, instead favouring a petrol-electric hybrid. That variant is expected to join the range from early next year (2014).

The combination endows Pathfinder with output figures of 194kW and 325Nm. Fuel economy is rated at 9.9L/100km on the combined cycle for 2WD variants while AWD models use 10.2L/100km. CO2 emissions are listed at 233 and 240g/km respectively.

Like the smaller X-TRAIL SUV, Pathfinder features Nissan’s All Mode 4x4-i System electronic controller for its AWD models. This system offers a choice of three settings: 2WD, AUTO and LOCK for use on varying road surfaces.

There is no differential lock fitted, however, hill-start assist is fitted across the line-up.

Braking is handled by disc brakes at each corner, while suspension an all-independent affair which offers the Pathfinder (just) adequate offroad geometry. Ground clearance is measured at 165mm while approach and departure angles are listed at 14.7 degrees and 22.3 degrees respectively.

Wheel sizes vary between grades with ST and ST-L variants wearing 18x7.5-inch alloy wheels shod with 235/65-series tyres. Top-shelf Ti models feature 20x7.5-inch alloys and wear 235/55-series rubber.

Unfortunately for those with offroad inklings, the Pathfinder is fitted solely with a space-saver spare wheel.

All Pathfinder variants utilise speed-sensitive electric-assisted steering and achieve a turning circle of 11.8m.

It measures 5008mm in length, 1960mm in width and 1768mm in height and rides on a 2900mm wheelbase. (This compares to 4690mm overall, 1825mm wide and 1730mm high for the segment favourite, Toyota’s Kluger. The Toyota’s wheelbase is 2790mm.)

It’s a radical departure from the Navara-sourced body-on-frame architecture of the predecessor, yet, thanks to the increased use of higher tensile steels, the newer lighter structure is significantly more rigid.

The cabin offers plenty of space and, thanks to Nissan’s EZ Flex seating system, is versatile and offers easier access to the back row. The seats can be configured to accommodate a mix of child and adult passengers and/or additional luggage.

The second row seats split 60:40 and the third row seats 50:50. The third row also folds away for improved carrying capacity and offer an adjustable recline angle.

There are ventilation outlets to all three rows.

The cargo area offers 453 litres of space in seven-seat mode, 1353 litres of space in five-seat mode and 2259 litres all told.

Nissan says the Pathfinder has a braked towing capacity of 2700kg.

All Pathfinder variants are fitted as standard with front, side and full-length curtain airbags, stability control, anti-lock brakes with electronic brake-force distribution, and traction control.

All seating positions are fitted with three-point seatbelts and anti-whiplash head restraints, while the second row is fitted with top-tether child seat restraints and ISOFIX preparation in the two outboard seat positions of the second row -- the latter does not need to be disconnected to access the third row.

In fact, the segment in which the new Pathfinder will compete (SUV Large under $70k) is home to no fewer than 21 direct rivals, though most competition expected to come from similarly priced and specified petrol-powered seven-seat models.

Of these, the stiffest competition will come from volume sellers such as the Ford Territory, with year-to-date (YTD) sales of 10,439 units, Holden Captiva 7, with YTD sales of 10,145 units, and Toyota Kluger with YTD sales of 9113 units.

The trouble is that smaller tarmac repairs and joins in the road were felt comprehensively. It’s not a big issue in the scheme of things, but is worth the note. It’s especially curious when you consider how well the Pathfinder dealt with larger potholes…

On gravel roads they were equally at home – with some caveats. The new Pathfinder’s four-wheel drive system seemed to favour driving the front wheels almost continuously and only really delivered torque to the rear wheels when accelerating from a standing start on gravel, and then only as much as 30 per cent according to the in-dash display.

The system would send around five per cent of the drive rearward when accelerating from a bend, which unless you were putting a boat in the water or constantly travelling to the snow makes you question why most buyers would outlay the extra dosh for all-wheel drive.

Patherfinder’s steering is a little long of ratio by modern SUV standards, but it gets the job done, is well assisted, and not entirely devoid of road feel.

As far as handling goes, the Pathfinder copes well with flowing sections of winding roads. It’s top heavy, sure, but not to the degree that calls for concern, or the intervention of electronic driver aids.

Power delivery from the smooth V6 is linear and purposeful. Overtaking takes a little more effort than some in this category, but the upside is that fuel economy adheres more closely to the posted figure.

On test, we managed 13.3L/100km through a mix of brisk-paced city, highway and gravel road driving in the two all-wheel drive models sampled.

But it’s in the city, and arguably where Pathfinder will spend most of its time, that the CVT is less than perfect. Where it cooperates rationally on a highway run, city work sees the CVT kept busy, keeping the engine at higher revs more often and creating a din through the cabin. Further, the transmission can be caught napping when coming to a hurried stop, taking a moment to gather itself before preparing to set off again.

This issue aside our only other points of note relate to cabin comfort: Sampling the third row seats for a 70km stretch I found that, in spite of adequate accommodation, the flat and firm bench quickly brought on a case of numb bum. Tyre roar was also more evident up back.

The second row was equally flat of cushion, and offered little toe room under the front seats, but thankfully had a little more padding. The front seats also varied, with a flatter cushion providing less thigh support on the passenger side than it did for the driver’s.

The panoramic roof fitted on the ST-L and Ti grades also impinged on headroom a little, though considering most will use the Pathfinder to accommodating growing families, and not adults, we doubt this will be of much concern.

It was also a little odd to note that the parking ticket holder was fitted over the passenger-side sunvisor (clearly a LHD leftover).

Nissan has retained the annoying foot-operating park brake. An electronic unit would be more sensible.

As a family hauler the Pathfinder wins a lot of favour. It’s clearly orientated to play its part in achieving greater sales for its maker, but at the same time is bound to appeal to the majority buyers who will use the Pathfinder in lieu of a large wagon. Such buyers are less concerned with its offroad abilities.

Well-kitted at the lower end of the price range and clearly more refined than the older players in this segment, the Pathfinder could spell a return to favour for fans of the Nissan brand. It’s a vehicle we’re very keen to pit head-to-head with its rivals ASAP.

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