2013 Nissan Pathfinder

2013 Nissan Pathfinder

Episode 3224
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The Nissan Pathfinder has an identity crisis. While always a capable family-sized SUV, Nissan could not decide on its core DNA. The first generation was truck based with body-on-frame, the second used a more car-like unitized chassis. The third generation went back to truck. Now, the all-new fourth gen Pathfinder switches again, and this time its front and all-wheel drive crossover DNA seems permanent. So, let’s see if the new genetics puts Pathfinder on course for higher sales. 

In Nissan’s tug-of-war between body-on-frame and unibody, it’s really no surprise the unitized chassis is the winner for the 2013 Pathfinder. Very few buyers want or need a super rugged 7-passenger family hauler anymore. And, besides, there’s still the ladder frame 5-seat Xterra SUV for more serious off-road wandering.

The vast majority of today’s mid-size, three-row utility buyers are far more interested in comfort, room, and a high driving position. So, for them, the new Pathfinder has all the right specs. Compared to last year, it’s actually bigger in every dimension except height. Although, behind the wheel it feels smaller; which is always a good thing no matter which member of household is doing the driving. And aides like available Around View back-up cam further lightens stressful situations. 

Nissan’s latest CVT automatic transmission has a wider spread of ratios than before for better efficiency. We don’t mind it as much as we thought we would, though if you’re new to CVT’s it takes a while to get used to the additional engine noise. Making that noise, along with 260-horsepower and 240 lb-ft. of torque, is Nissan’s familiar 3.5-liter V6, which replaces last year’s 4.0-liter. A V8 is no longer available. And with that, towing takes a hit, from last year’s 7,000 to a still class normal 5,000 lbs.

A smaller engine and more efficient CVT mean considerably improved Government Fuel Economy Ratings. Front drive ratings are class best, but even our all-wheel driver’s 19-City, 25-Highway, and 21-Combined are near the top. We averaged a good 22.3 miles per gallon of Regular in mixed driving. 

So, it does appear that the new Pathfinder is better in every way that matters, just don’t take it on the Rubicon, and we didn’t. But we did run it down our test track and despite a sloppy launch we were able to hit 60 in a respectable 8.4-seconds. It’s all steady engine noise and acceleration, with the quarter mile passing in 16.5-seconds at 88 miles-per-hour. Braking performance was slightly more impressive, halting the 44-hundred pound Pathfinder in a short average of 124-feet.

We were expecting the more car-like approach to show its biggest benefit in the handling department, and while it is indeed surprisingly nimble with not a lot of body roll; it is also the softest sprung Pathfinder we’ve ever driven. Combine that with traction control that is all too eager to become a safety nanny, and this Pathfinder is all about tranquil traveling. 

But, it’s inside where this new Pathfinder has changed the most. It’s gone from cramped and utilitarian to spacious and plush. The level of luxury equipment available is staggering, and not far off the Infiniti JX that’s it’s based on. 

Platinum trim models come with heated and cooled front leather seating, Bose premium audio with 13-speakers, navigation, power rear lift-gate, and remote start. You can go further by adding the Platinum Premium package which enhances rear seat enjoyment with dual 7” DVD displays in the headrests and dual panorama sunroof. Like the JX, 3rd row access is great, and all seats offer true comfort for real adults. Storage capacity goes from 16 cubic-ft. behind the 3rd row to 79.8 cubic-ft. with all seats folded. And there’s additional storage space under the floor.

Styling reviews from our crew were mixed, but the easygoing lines and swollen fenders do portray a modern version of solid presence. The front end is now in step with other Nissan crossovers, with a large chrome trimmed grille as the centerpiece. Standard wheels are 18’s; go Platinum and you’ll ride on 20’s.

But for all of its newness, pricing remains good and competitive, starting at $29,495, while the loaded up Platinum model goes for $40,395. All-wheel-drive can be added to any trim level for $1,600 more.  

Despite losing towing capacity and ruggedness, we were very impressed with the new–missioned 2013 Nissan Pathfinder. It is a vastly improved family crossover with a big jump in versatility. That’s why we selected it as our Driver’s Choice Winner as Best Large Utility of the year. The new Pathfinder has clearly taken a path that leads to happier families, and likely, bigger sales for Nissan.

 

Specifications

  • Engine: 3.5-liter V6
  • Horsepower: 260
  • Torque: 240 lb-ft.
  • 0-60 mph: 8.4 seconds
  • 1/4 mile: 16.5 seconds @ 88 mph
  • EPA: 19 mpg city/ 25 mpg highway

Long Term Updates

Mileage: 6,000

Americans like to vacation large, so it’s no wonder that the redesigned, and thoroughly modern 7-passenger Nissan Pathfinder crossover is selling so well.

Our Drivers’ Choice winner for Best Large Utility has logged over 6,000 miles after only 2 months. And that time has been pretty gratifying as the strong 3.5-liter V6 CVT combo returns 24.5 miles per gallon of Regular. Plus, topping 30 on the highway is not uncommon.

While we’re not in love with the complex operation of our premium’s NAV unit, we love the 360 degree, Around View camera system. It goes well beyond normal backup cameras and we’d like to see it on all crossovers and trucks.

Mileage: 18,000

In our mid-Atlantic region, fall is the in-between season for big utilities. Summer vacations are over, and you don’t yet need all-wheel drive for winter weather.

So, crossovers like our 2013 Nissan Pathfinder are doing more daily short hops than long distance running. Still, we are extremely impressed with the comfort and versatility of the Pathfinder. Why, it’s almost as versatile as…shall we say it…a minivan! Indeed a couple of passersby’s actually thought it was one.

Well, it does have three row, 7-passenger seating and a very versatile cargo floor. But, no side sliders so Pathfinder retains its dignity.

While Nissan is launching a gasoline-electric hybrid version of the Pathfinder, we can’t complain about the 24 miles per gallon of regular our all-wheel drive V6 is delivering after 4 months of use. And, with nearly 18,000 miles on its clock, there are no mechanical or even emotional issues.

Mileage: 20,500

The Nissan Pathfinder is our current choice among larger, three-row crossovers. Called mid-size, yet doing many of the duties of former full-size truck based SUVs, the Pathfinder seats seven in excellent comfort.

You do pay for size with fuel economy of course, but we’re happy with our V6 Pathfinder’s average of 23.5 miles per gallon of regular. At 6 months and 20,500 miles, we’ve noticed little wear either inside or mechanically.

Mileage: 24,500

Despite the need to downsize our use of fuel, there is something comforting about a larger utility like our 2013 Nissan Pathfinder, especially on long trips with the family. Our current choice among three-row crossovers, the Pathfinder seats seven in excellent comfort and can still carry quite a bit of luggage.

So, as our Platinum Pathfinder ends its stay with us, you can understand our reluctance to let it go.

Fuel economy does suffer with size, however. Still, we were generally pleased with our V6 Pathfinder’s average of 22.8 miles per gallon of regular. If you want to do better try the new Pathfinder Hybrid.

At test’s end, with 24,500 miles on the clock, we had no mechanical issues. Interior wear was minimum despite fairly severe use.

No, our Pathfinder lived up to our Drivers’ Choice selection, and we think it’s a smart choice for big family driving needs.

Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW