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SUVs come in two forms: Body-on-frame or Unibody. The form names are descriptions in themselves. Traditionally, body-on-frame SUVs have been the tougher, more off-road capable ones, while unibodies tended to be crossover vehicles with more car-like driving attributes. The Nissan Pathfinder has flip-flopped from body-on-frame to unibody, back and forth again as it moved from generation to generation.

Now, the 2013 Nissan Pathfinder arrives as a unibody design, carrying base prices from $28,270 up to $40,770, depending on trim level, along with a 3-year/36,000-mile basic warranty, a 5-year/60,000-mile powertrain warranty and EPA fuel economy estimates of 19 mpg city/25 mpg highway for the all-wheel drive version and a class-leading 20 mpg city/26 mpg highway for the front-wheel drive version. Let's drive.

First Glance

A little Pathfinder history: From 1986 to 1995, Pathfinder was a 3.0-liter V6- or 2.4-liter I4-powered body-on-frame SUV, evolving from a two-door pickup truck derivative to a four-door SUV. From 1996 to 2004, a four-door Pathfinder with unibody construction and a 3.3-liter or 3.5-liter V6 engine emerged. The third generation Pathfinder (2005 - 2012) returned to body-on-frame construction, and in the spirit of the times, offered powerful and thirsty 4.0-liter V6 or 5.6-liter V8 engine options. As soon as the Pathfinder picked up its second set of passenger doors, C-pillar-mounted door handles became a signature design feature, along with a bold, slab-sided somewhat rectilinear design language.

The Pathfinder was a rough and tough, capable-looking SUV with a high stance and a minimum of 8.6" of ground clearance in 2012.

Throw out the design language, toss the playbook in the trash, and start with a clean sheet for 2013. Pathfinder is a totally new vehicle, with little in common with its ancestors other than the name.

Following in the footsteps of the Ford Explorer, Pathfinder is now a large crossover vehicle, with all of the advantages and disadvantages of the genre. The new vehicle is slightly longer (+ 5") and wider (+ 5") than the outgoing model, while the roof height is about 3" lower. Despite the increased dimensions, the new Pathfinder weighs about 300 - 500 lbs less than the 2012, a svelte 4,149 - 4,471 lbs (depending on trim level and drive configuration). Part of this weight difference is due to the shift to unibody construction -- eliminating the frame in body-on-frame saves a lot of weight. Other savings came in the powertrain, and in an increased use of high-strength steel at critical junctures.

Taken on its own merits -- that is, not comparing it to the old Pathfinder -- the new vehicle fits right in with current design trends. Nissan's designers have taken advantage of the latest advances in hyrdoforming and panel bending, and the resulting continuous body lines are quite impressive. A nod to the corporate grille works well, reminding us that this Pathfinder is indeed a Nissan. Big wheel arches emphasize muscularity, especially when filled with the Platinum trim level's standard 20" wheels (S, SV and SL have to survive with mere 18" hoops). Pathfinder's design looks like it was shaped by the wind, and a 0.34 coefficient of drag (13% better than 2012) confirms the impression.

The only bummer about the Pathfinder's design -- which is beautifully executed, by the way, with smooth paint, even gaps and brilliant chrome -- is that Pathfinder has lost its individuality. It looks pretty much like everything else.

In the Driver's Seat

Climbing into Pathfinder's driver's seat used to be just that -- a climb. The tall perch boasted true command driving position. The new Pathfinder sits much lower to the ground, for much improved entry and exit. Comfy, generously-proportioned seats greet you in the front cabin. SL gets standard heated leather seats (both first and second rows); Platinum even adds front seat cooling to the standard equipment. This is no bare-bones off-roader.

Pathfinder's center stack is a bit of a button farm -- I lost count at 45, and if you include the controls on the steering wheel, you're easily into the 50s. Luckily, they're arranged smartly, and will become simpler to operate with repetition. I like where the 8" color display is mounted, right at the top of the stack, which means that you can keep your eyes high and close to the road when you use the screen. An optional set of cameras can produce an all around view, which is more than just a gimmick when parking, and works in conjunction with rear sonar (Why no front sonar, Nissan? I need that, too.).

The second row seats three, and both reclines and slides over 5" fore and aft. Access to the third row is great for a crossover, and even better -- you don't have to remove child safety seats from the second row to get enough space to enter the third row. Nissan calls this design "EZ Flex." I just call it "actually useful."

The third row is not a penalty box, either. I was able to get my 6'2" of big body back there, and there was room for my size 14 brogans without feeling like my knees were going to hit my chin. The third row also reclines for comfort, which is a big deal in my book.

Folding the seats flat is simple and efficient, leaving a relatively flat cargo floor. There's 16 cubic feet of cargo space behind the third row, and 79.8 cubic feet with the second and third rows folded. Nissan didn't provide a measurement for space behind the second row, but it's somewhere between those two figures. There's also some underfloor storage space, big enough to stash a purse or briefcase out of sight. If you're planning to let your dogs frolic behind the second row, you're going to have to fill some gaps or add a cover over the load floor -- there are too many places where a dog's leg or foot could get caught.

On the Road

Let's get this out of the way -- this new Pathfinder is not an off-roader. It only has 6.5" of ground clearance -- the last generation cleared over 8", and in the world of off-roading, that's a very big difference. Also, Pathfinder's undercarriage is not protected by skid plates or guards. Four-wheel drive is available with a locking feature that splits torque 50/50 from front to rear, which can be very handy in the snow and sand. Two-wheel drive modes send power to the front wheels -- a change from all earlier Pathfinders, which were rear-wheel drive or four-wheel drive.

Pathfinder comes with just one engine choice, a 3.5-liter V6 that produces 260 hp and 240 lb-ft of torque, and one transmission option. That transmission is a newly beefed-up, chain-driven continuously variable transmission (CVT). Nissan has committed considerable resources and engineering effort to CVTs over the years, and this one is pretty good. As always, you have to recalibrate your brain (and your throttle foot) to get the best out of a CVT. Punching it to the floor brings out wailing and caterwauling that is not enjoyable in the least; applying the throttle judiciously and not flogging the engine delivers much better fuel economy and transparent goodness from the CVT.

Even though Pathfinder isn't as robust as it used to be, Nissan still claims 5,000 lbs of towing capacity, which is substantially more than the other crossover vehicles can boast.

Journey’s End

Looking at the new Pathfinder, I had to let go of my preconceptions about what a "Pathfinder" used to be, and evaluate the vehicle in front of me. I had to do the same thing with the Explorer -- but because I liked the old Explorer less than I liked the old Pathfinder, it was easier to do. If you're looking for off-road capability in the Nissan lineup, look at the Xterra and even the Armada. This new Pathfinder is an on-road creature, a family vehicle designed to haul people and their stuff in comfort. There's even a degree of luxury available, with some decidedly high-end features crammed into the upper trim levels (If luxury is a big concern, I'd drive the Infiniti JX before I set my mind to Pathfinder, because JX is based on the same platform as the Pathfinder, but offers an even higher level of available luxury features.).

Once you get into the Pathfinder mindset, the efficient crossover exhibits capabilities that approach the level of the minivan. In fact, short of a pair of sliding side doors, Pathfinder has an almost minivan feel. If I were in the market for a family vehicle, I would definitely drive and consider a minivan before settling on Pathfinder. Nissan's Quest minivan has a very similar engine/CVT combination, and similar ride and handling characteristics, and gets 19 mpg city/25 mpg highway. If I didn't plan on towing (Quest is rated for 3,500 lbs vs. Pathfinder's 5,000 lb rating) and didn't care about four-wheel drive (Quest is front-wheel drive only), I might decide to crush down my ego and buy the minivan.

I'd have the same quandary with Pathfinder's competitors: Ford Explorer, Honda Pilot, Toyota Highlander and GM's Chevy Traverse/GMC Acadia/Buick Enclave clones. I'd drive them all, along with the Quest, Toyota Sienna, Honda Odyssey and Dodge Grand Caravan before buying a large crossover.

Perhaps you're not ready for the minivan, but you still need the capability that the new Nissan Pathfinder has to offer. You won't stand out in the crowd, and you won't be able to escape the masses by finding your own path through the wilderness. But, if you're willing to follow the marked and well-traveled paths, at least you'll get where you're going in comfort and with relative efficiency.



Disclosure: Review samples were provided by the manufacturer. For more information, please see our Ethics Policy.