More Aussies than ever are spending their hard-earned dollars on medium-sized 4WDs. Toyota is rolling in Prado’s profits and now Nissan wants a piece of the pie. Has the all-new Pathfinder got what it takes to pinch sales off Prado?
Words by Glenn Wright
Photography by Robb Cox
My first glance at the new Pathfinder was like a flashback to my high-school reunion. I’m speechless, wondering what has happened in the past 10 years to transform plain Jane - who slipped under the radar during the best years of my life - into the stunning woman standing at the bar next to me.
Well, the old Pathfinder never used to turn me on either. Going on May 2005’s sales figures, only 29 Aussies would care to argue that point.
To rub salt into its wounds, Nissan’s archenemy, Toyota, sold 1335 Prados here in the same month. (Figures courtesy of VFACTS.)
Nissan’s mid-sizer has undergone its own extreme makeover to claw back lost ground on its rival. Engineers have not just taken the scalpel to the old Pathy; they have completely redesigned it, with considerable input from their Californian design studios.
The Spanish-made Nissan boasts a swag of features that make the Prado appeal to buyers, like electronic traction aids and seven seats, with a more versatile interior, and says ‘cop that’ with two spirited new engines.
We sampled the Pathy at the European launch, and you can see how it handled the foreign conditions in issue 81. The Euro specs are similar to those on offer here, so let’s take a look at how the new Pathy coped in one of Australia’s biggest sandpits during a quick spin on Fraser Island.
ENGINE BAY AND UNDERNEATH
The new Pathfinder looks the goods and boasts some impressive figures on paper, but there’s only one way to find out if it’s true. Care to join me?
The days of 4WDs being blown off at the lights are long gone. A 4L petrol engine, basically a larger-capacity version of the 350ZÕs 3.5L powerplant, punches out a whopping 198kW and 385Nm. It’s only available in five-speed auto form with a +/- manual override option.
The auto is smooth and the manual override is excellent. It holds your gear of choice at any RPM, changing between gears quickly and giving the control of a manual gearbox without the need for a clutch.
After a day on the sand, the trip computer on the dash suggested the petrol engine likes a drink. With this in mind, it’s unfortunate that the IRS components and underslung spare limit fuel capacity to only 80L in all models. This is woeful when compared to Prado’s 180L capacity.
However, those wishing to increase the touring range of the Nissan could relocate the underslung spare. The separate chassis provides a sturdy mounting point for a rear wheel carrier, which would leave space under the rear floor for an auxiliary tank.
The more frugal turbo-diesel boasts equally impressive figures. The high-tech 2.5L oiler pumps out 128kW and a stump-pulling 403Nm courtesy of common-rail direct fuel injection, 16 valves and a turbo with a good sized, front-mounted intercooler.
Not much happens under 1700rpm, and during the first few kilometres I was wondering if these paper figures were a typo. No sir, the power delivery is smooth and the torque curve so flat that it lacks the kick in the pants common to many turbo-diesels, but don’t let that fool you.
The diesel offers a five-speed auto and a cracker of a six-speed manual. The flexible diesel pulls from 1700rpm through to 5000rpm, and the close-ratio manual complements the flat torque curve, offering a very low first and tall overdrive sixth gear.
This gets the Pathy off the mark and it sits on 110km/h at 2300rpm. Once you get used to the very short-throw gear change, double and triple-cone synchros (first to fourth) make for lightning-fast cog-swapping like you’d expect from a performance road car.
The cramped engine bay leaves no room for a second battery, with a minor reshuffling needed to fit even an air compressor.
Nissan has chosen the F-Alpha platform (read: chassis), which also supports the Frontier and Xterra models in the US to slot under the Pathfinder. While this cuts production costs, the separate chassis also boosts off-road performance and allows minimal body flex.
It provides strong mounts for the fully independent suspension, which will make a good mounting point for steel bullbars and is one of the reasons the Pathy can tow an impressive 3t (braked).
I’m surprised that a vehicle promoted as a capable off-road machine leaves the vulnerable engine sump and plastic fuel tank to fend off nature’s speed humps armed only with a plastic cover.
ON ROAD AND GRAVEL
The Pathy excelled on-road and lapped up the fast gravel roads with its car-like behaviour. The fully independent suspension and well-calibrated shock absorber and spring package absorbed corrugations and potholes while providing a firm ride and predictable handling. The steering was precise and well weighted.
Full marks for the brakes; I couldn’t fault them, and trust me, I tried. The pedal feel was consistent and the ABS well calibrated. Oodles of power or not, any efforts to throw the Pathy sideways on gravel were in vain.
The effective Vehicle Stability Control (VSC) uses on-board sensors that talk to each other to prevent oversteer and understeer, and a loss of traction at any wheel.
The VSC lulls you into a false sense of security on gravel. Turn the vehicle into a corner at speed, and after a hint of understeer, you can feel the ABS braking one of the wheels to gather it back up again.
The same goes for trying to wag the tail exiting a corner. Press the button to turn it off and your newfound rallying skills float out the window.
The effective auto-mode 4WD system makes for safe driving in slippery conditions, constantly distributing torque front to rear via an electromagnetic clutch pack.
Pathfinder’s 1570mm front and rear track (wider than the Pajero and Prado) made for surefooted on-road handling with minimal body roll.
OFF-ROAD
The Pathy has a respectable 254mm of ground clearance, and all components are neatly tucked up within the confines of the chassis rails. The short front and rear overhangs provide good approach and departure angles of 33 and 26° respectively.
Changing between 2WD and 4WD modes was a snack via the rotary, dash-mounted switch. You could switch quickly between modes (except 4Lo) at speeds of up to 100km/h. Switching to 4WD Lo automatically disables the VSC, and the centre diff is locked as soon as you select high- or low-range.
The cross-axle traction control uses the ABS pump to brake the unladen wheel and transfer drive to the wheel with traction. On sandy wash-outs, I could feel it working, but no wheel had enough traction to allow the Pathy to pull itself out. Only after a more rugged test will we know how durable the electronic aids are.
The 44.97:1 first gear, low-range-reduction ratio in the six-speed manual is fantastic and allowed the Pathy to crawl at snail’s pace. The fly-by-wire throttle mutes the throttle response in low-range, preventing the jerking effect when bouncing over rough ground slowly.
On sand, the torquey engines let the Pathy go pretty much anywhere, only getting bogged once in the deeper wheel ruts where it dragged its belly in the sand.
I drove with caution on the rutted trails, constantly aware that there was nothing protecting the sump, but the independent suspension absorbed the larger humps and bumps better than I expected. I don’t suspect the rear suspension will fare too well off-road when carrying a full payload.
The Nissan has a specified maximum wading depth of 450mm, and the petrol version’s alternator is one of the lowest parts on the engine and destined to become waterlogged. The air intakes on both variants are fed from the left-hand inner guard and posed no problems in Fraser Island’s water crossings.
What about us? US buyers get an optional off-road pack including BFGs, sump guards, Rancho shocks and hill-descent control. That might help you sell a few Pathy’s here too, Nissan.
CONCLUSION
Nissan now offers buyers from all walks of life a fair-dinkum alternative to the Prado and Ford’s Territory. Its versatile interior and car-like handling will interest everyone from grey nomads and families, to single city-dwellers with a sense of adventure.
Great low-range gearing and electronic traction aids are a plus off-road. The combo of large brakes, torquey engines and strong chassis makes this 4WD a potentially good tow vehicle. Stay tuned for a ding-dong battle as the Pathy joins our upcoming 4WD of the Year showdown.
SPECIFICATIONS
2005 NISSAN PATHFINDER
MODEL VARIANTS:
ST base model - gets both engines, 16in alloys, ABS, LSD, dual airbags, fast glass and cruise control
ST-L - gets both engines, 17in alloys, VDC system, dual-zone A/C and steering-wheel-mounted audio controls
Ti (top of the line) - gets petrol auto only, side and curtain airbags, sunroof, rear A/C, rear-seat DVD/MP3 player, front leather heated seats and rear parking sensors
BODY: 4-door wagon with 7 seats and 64 different seat/cargo configurations
LUGGAGE AREA: With all seats up - 190L
With rear two rows of seats down - 2091L
Max width between wheel arches (interior) - 1128mm
DIMENSIONS: Length - 4740mm
Width (excl mirrors) - 1850mm
Height - 1865mm
Wheelbase - 2850mm
Track front and rear - 1570mm
Kerb weight - 2203 to 2260kg
Fuel tank - 80L
CHASSIS: Reinforced ladder frame
ENGINE:
DIESEL
Designation: YB25DDTi
Capacity: 2488cc
Configuration: Inline 4, iron block, alloy head
Induction: Direct injection, common rail, intercooled turbo-diesel
Valves per cylinder: 4 DOHC
Compression ratio: 16.5:1
Max power: 128kW@4000rpm
Max torque: 403Nm@2000rpm
PETROL
Designation: VQ40DE
Capacity: 3954cc
Configuration: All-alloy V6
Fuel supply: Multi-point EFI
Valves per cylinder: 4 DOHC
Compression ratio: 9.7:1
Max power: 198kW@5600rpm
Max torque: 385Nm@4000rpm
TRANSMISSION: 6-speed manual (diesel only)
RATIOS: 1st - 4.692:1
2nd - 2.705:1
3rd - 1.741:1
4th - 1.291:1
5th - 1.000:1
6th - 0.827:1
Reverse - 4.260:1
FINAL DRIVE: 3.692:1
5-speed auto (diesel only)
RATIOS: 1st - 3.827:1
2nd - 2.368:1
3rd - 1.520:1
4th - 1.000:1
5th - 0.834:1
Reverse - 2.613:1
FINAL DRIVE: 3.538:1
5-speed auto (petrol only)
RATIOS: 1st - 3.842:1
2nd - 2.353:1
3rd - 1.529:1
4th - 1.000:1
5th - 0.839:1
Reverse - 2.765:1
FINAL DRIVE: 3.357:1
LOW-HIGH RANGE:
1.000/2.596:1 - for all models
4WD ACTIVATION: Full/part-time with shift-on-the-fly engagement and automatic front hubs
SUSPENSION: Front - independent double wishbone with coil-over shock
Rear - independent multi-link with coil spring
STEERING:
System - power-assisted rack and pinion
Turning circle (kerb to kerb) - 11.9m
BRAKES:
System - power assisted with ABS and EBD
Front - 296mm vented discs
Rear - 308mm drum in vented discs
WHEELS: 16x7in and 17x7in alloys
TYRES: 255/70R16 - 255/65R17
OFF-ROAD STATS: Ground clearance - 254mm
Approach angle - 33¡
Departure angle - 26¡
Ramp-over angle - 24¡
Max wading depth - 450mm
TOWING CAPACITY: Braked - 3000kg
Unbraked - 750kg
WARRANTY: 3 years/100,000km
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