In its initial conception, the Pathfinder was designed to be more car-like in looks
than Jeep-like. By that we mean it had the more rounded, softer contours of a sedan
than the angular, military look of the competition. In fact, Nissan says it led the
segment transition from trucks with a back seat to a more balanced merging of sports
and utility, although we suspect both Jeep and General Motors would take issue with
this position.
When it came time--perhaps even past time--to develop a successor, Nissan felt it had
the edge in off-road ruggedness, driver control and occupant comfort, so all that was
necessary was to improve on what it already had. But Nissan went much further than
that; the new Pathfinder is really all new.
The new look maintains a strong resemblance to the original. There are the signature
grille slots, the integrated door handles and distinctive sloping C-pillar. Overall,
of course, the new look is much more aero. And it conveys a sense of muscular mass,
which is a good thing to have if you're a sport-utility.
The new unitbody construction makes the vehicle quite a bit stiffer than the previous
body-on-frame, which means doors can be opened and closed without sticking or binding
when the vehicle is teetering on uneven ground.
The more rigid body, Nissan explains, provides a better platform for suspension
components for a more comfortable ride and improved tire contact. The unitbody
construction means more room in the engine compartment for easier maintenance, more
room in the interior and less weight, which helps fuel economy, performance and
handling.
Nissan joins Jeep as the only manufacturers offering unitbody construction in this
size class. Most still use body-on-frame, an approach with proven credentials for
absorbing off-road punishment. How well the Pathfinder will stand up to hard use
remains to be seen, although few are likely to find their way into the wilds.
The new engine is based on the previous 3.0-liter V6, but has been completely
re-engineered. Horsepower has jumped from 153 to 168, which is a nice improvement. But
the magic of re-engineering is especially felt in the torque curve. The old engine
pumped out 180 lb.-ft. of torque at 4000 rpm--not exactly stump-pulling numbers. The
new engine, on the other hand, develops 196 lb.-ft. at a low 2800 rpm, with 90 percent
of that available in the 1500 to 1800 rpm range.
Again, not that many Pathfinder owners are likely to do any serious off-road driving,
but this improvement nevertheless means the vehicle will be a bear in the mud, sand or
whatever. Also, the towing capacity of models equipped with automatic transmissions is
increased, from 3500 lbs. to 5000 lbs.
The engine uses a fuel injection system Nissan calls SOFIS (for Sophisticated
Optimized Fuel Injection System). SOFIS optimizes the fuel/air mixture under all
driving conditions by sensing and correcting fuel flow delays inside the intake ports.
The extra horsepower is easily noticed on the highway; less strain, less noise at
launch and cruise, better acceleration, better 50- to 70-mph passing response.
You can have a Pathfinder in either 2wd or 4wd, which is par for the entire
sport-utility class. For 4-wheeling there's a new transfer system that allows
shift-on-the-fly into 4-wheel high-range at speeds up to 50 mph. Going to 4-wheel low
requires stopping. A limited slip differential is standard on the top Pathfinder LE
4wd, optional for the basic XE and sportier SE versions. Nissan does not yet offer a
full-time 4wd system.
The new front suspension has been designed to maintain off-road ruggedness while
improving on-road comfort and control. The previous suspension used wishbones and
shocks. The new design is strut-type with shocks and springs as integral components.
The new front suspension has longer up-down travel, which means a smoother pavement
ride and improved stability off road. A wider tracker results in better cornering
stability.
The rear suspension is a revision of the previous 5-link design. Shocks and springs
are placed further outboard for greater stability and body roll control. There is also
a rear stabilizer bar.
Two transmissions are available, of course--a standard 5-speed manual and an optional
4-speed automatic. The automatic has auto/power mode selection. LE models are
automatic only.
Antilock brakes are standard on all Pathfinder models, and the system employs a bit of
trickery. Off road, most ABS systems are compromised by bumpy surface conditions and
are almost constantly pulsing when the brakes are applied. The Pathfinder has a
combination computer processor/G-sensor that reads the surface--changes in height and
roughness--and adjusts the braking control accordingly.
In the safety picture are dual airbags, door beams, height-adjustable upper front
seatbelt anchors and child safety rear door locks. Anti-theft and remote keyless entry
are standard on the SE and LE, optional on the basic XE.
Our tester was an SE 4x4 with 5-speed manual transmission.
The interior of the Pathfinder is the handiwork of Nissan Design International in La
Jolla, California, which did its work well. It's very attractive and, except for the
tiny controls on the radio, very user-friendly. Actually, instrument panels seem to be
popping out of the same box no matter the manufacturer. There's a sameness, a
been-here used-that feel as we move from test car to test car.
The seats could have come out of the Maxima sedan they are so comfortable and, in
leather, very handsome. However, rear seat legroom is still a weak point compared to
the Pathfinder's domestic competitors.
Some highlights: 60/40 split rear seat, large rear door map pockets, concealed side
storage bin, four cupholders, two 12-volt DC outlets, tilt/sliding glass sunroof,
standard CD player with six speakers, and a cargo area cover.
Today's sport-utes have to be versatile, bred as they are for sedate motoring about
town and/or braving the wilds. The difference between them comes down to styling,
power and ride quality. Particularly ride quality, and specifically ride quality over
everyday surfaces, because that's where sport-utes actually spend their lives. Only 5
percent or so ever leave the pavement.
We give our Pathfinder very high marks for its everyday ride. It's very car-like,
thanks to the new front suspension, longer wheelbase and more rigid body shell. No
pitching over undulating pavement, no jarring crashes in and out of potholes, no
constant jiggle down the interstate. And, as promised, it's quiet in there.
Acceleration from stop is good, the V6 smooth and quiet. The automatic shifts
smoothly, and the 5-speed manual transmission has a very positive engagement feel as
it goes from gear to gear. The steering is nicely assisted, and quick, lending a
sporty feel to the driving experience.
The step-up, for climbing in, is moderate, and a running board or step rail is
standard on some versions. Persons of small stature should have no trouble being quite
comfortable with a Pathfinder on a daily basis.