Mario James, Gleaner Writer
The 2007 Nissan Pathfinder is available from Fidelity Motors, Harbour Street, Kingston for $5.15 million.
Building cars nowadays is a study in compromise. Power plants abound that make greater than 1000 hp, but they drink gas as if there's no tomorrow. Engines that sip gas through a kiddie straw can't smoke tyres on ice; vehicles that ride as the proverbial pillow don't usually have a race cars handling characteristics, and a car with a performance suspension set up on the street will usually leave its occupants clambering for a quick trip to the chiropractor's office, not to mention the dentist to replace fillings that have voided their cavities owing to vibration. Successful automakers have to strike a balance between what is theoretically possible, and what is practical.
Nissan's Pathfinder has been around since 1986; there have been three generations of this SUV, and they have been around long enough for the technocrats there to know what works and what doesn't. In its current iteration (as offered by Hanover Street's Fidelity Motors), it costs $5.15 million, comes with a common rail 2.5-litre in-line four cylinder turbo diesel, turns an impressive 175 hp and 300 ft/lbs of torque at 2500 rpm, sports seven seats (the rearmost tier having the ability to disappear inside the belly of the beast) and for those of us who must have it, is available with leather. It comes with cruise control, standard; the leather option adds another set of controls on the three-spoked tiller; volume controls at your fingertips.
Driving the Pathfinder proves the notion that while the laws of physics can be bent, they really can't be broken. The vehicle's centre of gravity is rather high, which means the body tends to roll around excessively; the softly sprung suspension does not help in this regard. However, this means that on tarmac the ride is exceptional. The Pathfinder feels as if it has been carved out of a chunk of steel, so quiet is its cabin. While Automotives did not take the Pathfinder off road, we did take the unit over some terrain that had more marl showing than asphalt, with some serious chasms to boot!
Recliner soft
Over the rough stuff, the ride is recliner soft, the suspension going about its job competently. But all this isolation comes with a price. The driveline mounts are not as stiff as they should be, and there is a mechanical linkage from selector lever to transmission. Couple this with the fact that the transfer case mode is selected electronically and there will be driveline binding problems, with neantherdal force being necessary when the time comes to shift gear. The semi automatic transmission is the weakest link in this set-up.
Pathfinder, the Mitsubishi Pajero and the Hyundai Veracruz all suffer from over-compensating shift programmes that take the fun out of running the engine on the limiter. Instead, in semi-auto mode the transmission's ECU works in concert with each vehicle's engine management, pulling back both timing and fuel at the programmed shift point, which results in much smoother shifting, but takes away from the efficiency of acceleration.
The engine though, is the Pathfinder's forte. With 300 ft/lb of torque on tap, this unit probably will define fun to drive for some years to come. When Pathfinder debuted in 1986, it was praised for its choice of powerful engines and its off-road prowess, actually garnering Motor Trend' Best Off-Road vehicle for that year. With this year's edition, the power is back in Pathfinder. Mashing the go pedal around corners induces power on oversteer that is both fun and rewarding to correct; mid-range poke is very impressive, and in this regard Pathfinder feels more like a car than an SUV. Overtaking is effortless, and with diesel economy to boot.
Now, personally, this tester does not like the way that auto manufacturers are so sold on diesel technology. We should be moving away from crude oil energy products and the dependency we have on the countries that produce it. But it's so hard to argue with 39 mpg and 300 lb/ft under your right foot!
Automotives can only guess at the off-roading capabilities of the new car. It would stand to reason that while softly sprung, the length of suspension travel and shortish wheelbase would lend itself to getting out of trouble, but the high CG could work against it in off camber situations. The steering is too isolated and turning not great, the body rolling before the direction changes. The magnificent power band could be beneficial to the experienced off-roader but might be intimidating for the novice.
Nissan seems to have struck a compromise thatis slighted towards the tarmac. With its comfort and seven-seat configuration, it panders to the market segment that wants size and economy for their families, not so much off road performance, and in that vein it excels.
