path Nissan Pathfinder modern was long and wandering. In 1985, the Pathfinder truck based 2-door Blazer was the answer to Chevy and Ford Bronco. In 1995, Nissan has changed absolutely everything and makes a unibody Pathfinder SUV 5 Door to successfully compete head of Jeep Grand Cherokee. Nine years later, Nissan started over again, with a design of body-on-frame to do battle with the myriad of General Motors midsize SUVs clogging suburban highways. Then in 2013, Nissan has returned to the drawing board for a fourth time with a new mission: to build a spacious and affordable soft-road to fight the new Explorer and triplets platform GM Lambda (Acadia, Traverse, Enclave ).
Exterior
Before delve deep into the Pathfinder, we must identify the natural habitat of this race, and that means forgetting all that came before Pathfinder. While you still find WD21 Pathfinders climbing rocks, the Pathfinder is more comfortable on the school track. I mentioned Lambda CUVs GM earlier because this Pathfinder is great. Really big. This means that the Pathfinder is not the most direct competitor to inputs like the Kia Sorento, which is a smaller foot or even the Toyota Highlander that is 6 inches shorter. The mission of the Sorento and Highlander is transported 4-5 adults in comfort while providing a third row for children, brother-mothers or emergency. The Pathfinder was, however, designed to carry seven adults in relative comfort.
Because the mission of the new Pathfinder is hauling people, not climbing, you will not find in approach and departure angles on aggressive nose and rump. Instead, we get the sides of the slab, a Nissan truck grille variant in the front and a rather vertical hatch in the back. The overall look is clean and simple but lacks excitement (yes, I used the word in a review CUV) that you can find in the entries as the new Sorento.
inside
Pathfinder sports space for the legs more handsets in this segment (+ 1st row 2nd row + 3rd row) and combined legs is important. Other inputs claim to have more space for the third row leg (as the Traverse), but if the other two lines are cramped, you end up dragging the rear seats reducing the room left in the law online -mother. Looking further, the Traverse boasts 3.4 inches 3rd line room, but you will see that the 1st row of the Chevy is 1 inch smaller and the middle row is 5 inches smaller. This means the driver seat adjusted ideally for me to 6 feet high (not giving a lot from the people in the back), I can adjust the second row of seats for 2-3 inches of room for legs and an even 2-3 inches of legroom in the third row of the Pathfinder as well. I'm a little surprised Nissan chose not to Aug. 1-passenger version of the Pathfinder, for the 3rd row is as flexible as 3-seater rear bench Highlander. Speaking of the Highlander, you will notice the upper trims come only with captains chairs in the middle row, meaning passenger number five has to sit in the third row cramped.
The second reason to buy a Pathfinder is the trick second row of seats. If you are a parent with two or three child seats in the middle row, you will appreciate that Nissan has designed the 40% of the bank section contort in a way that allows adults to get to the third row. Although it is possible to enter back into other vehicles 3 rows with a child seat in the middle, it is not easy.
Legroom is not everything, of course, so Nissan has kept the high roof line at the rear of Pathfinder giving a generous 37.8 inches tall 3rd row. If you want such a room without a Nissan logo on the hood, you will be watching full-size SUV. I speak from the Tahoe Suburban size actually offers 6 inches less than the total legs Pathfinder. If you need something bigger than that, you are in Blue Bird Bus territory
generous legroom Pathfinder has a price :. The small cargo area. Certainly, the 16 cubic feet of space behind the last row is 1 more than you get in the Tahoe, but it is less than 8 Traverse and 23 less than the Suburban. So while the Pathfinder is as welcoming as a Suburban 7 for adults, you can not fit seven suitcases in the back.
Also on the down side is a cabin that is starting to show its age. Seats are class leader in terms of comfort, but the cabin is full of hard plastic. I'm not hard plastics bash off-hand, but the casting of primary tactile dashboard items Hard plastic is unusual in this segment and makes entries such as Durango, Sorento and the Enclave look and feel premium.
Infotainment
Although the Pathfinder is not that old, trim base "S" gets you an audio system 6 speakers and in- table 6 CD changer board ... and here. No Bluetooth, no AUX input and no USB / iPod interface. If you want those, you must raise the $ 32.90 SV trim that includes an LCD 7-inch infotainment. Although I hate the concept of cleaner pad, you should know that the OAS is still about $ 2,000 less than a comparable Highlander. (Keep in the base model of the mind missing a Toyota V6.) Tech SL trims get an infotainment display 8-inch and even 13-speaker Bose audio system as Infiniti QX60. At $ 38.00, it is also the best way to get navigation. Anyway you slice it, though, the Nissan infotainment options are a step behind the new entries like the Sorento, Highlander, Durango and 2016 Pilot.
On the top side, the touchscreen infotainment system from Nissan was one of my favorites last decade, so in terms of functionality it fares pretty well. Lambda SUVs GM all get small infotainment put down screens in the dashboard because of the age of the platforms and, interestingly, a Traverse with navigation is only $ 250 less. On the side, the Pathfinder is at least five years behind the rest, especially compared to Toyota and Chrysler last systems. GM infotainment options of refreshed in Lambda crossovers operate on a small screen of 6.5 inches, but a more modern appearance.
Training
Under the hood is ubiquitous 3.5-liter V6 Nissan granted to 260 horsepower and 240 lb.-ft. of torque, 5 hp and 8 lb-ft less than the same engine in the QX60. Besides being down some ponies from its luxury cousin, it is also the least powerful in its class. As you would expect from Nissan, power is transmitted to the front wheels via a CVT, but this was revised to manage a towing capacity of 5,000 lbs The new transmission uses a steel chain instead of a belt of steel for durability, but above ratios remain more or less unchanged. Nissan officials confirmed transmission is the main reason for the different towing odds QX60 and Pathfinder.
If towing with a passing FWD does not sound like fun, $ 1,60 buys you AWD. The system normally default in FWD mode for better fuel economy, but as a (small) nod to the history of the Pathfinder, the system has a lock mode mechanically connecting the front and rear differentials to 50:50 flow of energy (front: rear). Unlike other traditional configurations transfer case, the clutch pack allows a small amount of slip so that the system can be used on dry pavement, without binder. Leave the AWD system in "Auto" keeps the power forward, unless a sizeable slippage occurs (in order to improve fuel economy).
player
Pathfinder is loosely based on Nissan's D-Platform that underpins the Altima, Murano and last generation Maxima. One thing all these vehicles have in common is to be light for its class and is true as well of the Pathfinder. At 4,317 lbs in FWD trim and topping out at 4506 in the balance AWD, which is about the same weight as Toyota Highlander V6 and 300-500 lbs lighter than a comparable crossover GM. Weight reduction and other differences in efficacy to pay dividends to the real-world fuel economy in the AWD model coming in about 21.5 MPG in mixed driving. This is about 11 percent better than the Traverse, 15 percent better than the Enclave and 18 percent better than the Tahoe on my same fuel economy drive. Although some MPG does not look much at this end of the scale, it is equivalent to invoices $ 450 lower annual fuel against the Buick.
The curb weight relatively light and CVT offset lower torque numbers and allowed our tester scoot to 60 in 7.1 seconds. Although not the fastest in the pack, it is better than the majority of three crosses lines on the market. Despite final gear ratio of the CVT being given to fuel economy. Is the main advantage of CVT allows the engine to hang out at the height of its power band for maximum acceleration. For 2015, Nissan CVT programmed to mimic a traditional automatic stepped in when "D." Not surprisingly this results in lower performance, since it negates the main advantage of a first and CVT actually causes 2 / 10 longer term to 60 (7.3 seconds) when the transmission is in "l" and ditches imitation changes.
Everything has a compromise and so it is with the Pathfinder. low ratio of the CVT is very low at 13.5: 1 (low speed and final drive), it does not compare all that well with the lower part of 15.2: 1 you will find in the Ford Explorer and comprehensive that basically all the competition. This high starting ratio conspires with soft springs and stabilizer bars according to making the Pathfinder feeling about 1,000 pounds heavier on the road. In the light-stop shopping, most of the competition will beat the Pathfinder at 30 mph because of this ratio choice. Past 30, the Pathfinder picks up steam and can win the race together, but in the real world that is 0-30 times higher.
More than most new cars, we have to separate lateral grip handling "feel" when considering this Nissan. Why? Because Pathfinder is underway now owns a Mazda CX-9 as most publications (CAPD has no access to a skidpad) but the feeling is night and day different. Steering turn-in is lazy. soft springs that give the best attractions in the segment are the excessive roll. There is a lot of ground and dive during acceleration and braking. This is the prefect example of numbers does not give you the full picture. The Pathfinder is faster than almost all of the competition, it stops 60 mph in a short 125 feet and pulls lateral Gs as a Mazda crossover. Get behind the wheel, however, and the Pathfinder feels huge.
towing with a CVT is an unusual experience to say the least. I attached a trailer of 5000 and gave it a whirl. As expected, the departure rate high in the transmission makes for slow starts, but when I started climbing hills things were going very well. As Chrysler automatic 8-speed, the ability to find an "ideal" ratio at the moment is what saves the Pathfinder here. Sure, you hear a lot of the 3.5-liter V6 in the cabin when the engine is revving its nuts off, but it feels peppier on a slope of 15 percent of a GMC Acadia with the same trailer .
With the Pathfinder, Nissan has created one of the best crosses on paper. It has the legs to spare, the highest fuel economy among its direct competitors, and offers a lot of acceleration, braking and handling, but it loses something when you add it all up and you drive -even. Perhaps the toll to pay for checking each box crossover shopper wants is commitment. The Pathfinder is a crossover that I have recommended and continue to recommend if you want an honest to goodness usable third row and great fuel economy. It also remains one of the best purchases in this segment thanks to its low starting price and aggressive equipment bundles. Unfortunately, if the pleasure, interior refinement, or modern infotainment driving are higher on your shopping list, there are better options.
Nissan provided the vehicle, insurance and a review of gas
Specifications as testesd
0-30: 2.7 seconds
0-60: 7.1 seconds
1/4 Mile : 15.24 seconds @ 93 mph
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