A CVT with the feel of a six-speed
Nissan Pathfinder’s transmission — and ride — much improved for 2017
The continuously variable transmission (CVT) has never got much love. Derided by enthusiasts, detested by traditionalists, begrudged by consumers, the CVT is the automotive equivalent of winter: tolerated but never something to look forward to.
In the Nissan Pathfinder, which shed its off-road roots in 2013 to become a mainstream unibody SUV, competing today with the Ford Explorer, Toyota Highlander and Honda Pilot (none of which use CVTs), the use of a CVT was controversial and problematic. Early versions required replacement. Programming changes and updates were needed along the way. The CVT, a transmission that uses one continuous range of gear ratios like a snowmobile or ATV, as opposed to a fixed number like a traditional six-speed, might be technically superior in efficiency and for returning better fuel economy, but for a lot of drivers it just felt weird. Nissan heard all about it.
Perhaps that’s why the fully refreshed 2017 Nissan Pathfinder now feels like it has a six-speed gearbox, even though the same Jatco-built CVT remains. Press on the throttle while ascending a hill and instead of drone, wheeze and drama, there’s a jump of the rpm from 2,000 to 3,000, just as a driver would expect of a fully mechanical gearbox.
In fact, Nissan’s many programming changes to the CVT are so substantial and so closely mimic a regular gearbox that if you did not know a CVT from a sock drawer, you would never question how the power from the engine is transferred, simply assuming it was like every other transmission you grew up with. It really is that much better.
So is the ride. While the suspension in the outgoing Pathfinder was nothing to bemoan, the many changes to the springs, shocks and damping rates on the 2017 model are felt immediately. The ride is firmer, more stable with less roll and pitch, and yet potholed roads are still consumed with poise. Where the handling of the former Pathfinder would sometimes need to be managed like a high-maintenance employee, the new is entirely self sufficient, requiring less effort at the wheel, making for a lot less work.
Steering, too, has been sharpened so less input is required to turn the wheels, allowing the Pathfinder to track and negotiate roads with ease. Steering is still hydraulic, so some feedback is present, though the torque can sometimes be felt through the wheel under hard throttle in 2WD mode. But twisty roads now become something to savour instead of something to get past. The entire comportment of the Pathfinder wallows less than before and seems more planted than the Pilot.
Outside, significant alterations have sharpened the look, and you’d be forgiven for seeing hints of the Ford Explorer, itself a good-looking mid-size SUV. New bumpers, tail lights, hood, grille, wheels, mirrors and HID headlamps with LED daytime running lights create a more aggressive look, as well as make the new Pathfinder slightly more slippery through the wind. LED headlamps on the top-line Platinum are now available and are extremely bright.
The bigger news, however, is the new 3.5-litre V6 engine. Horsepower increases to 284 (up 24) and torque climbs to 259 pound-feet, while fuel consumption falls to 12.1 L/100 km city, 8.9 highway and 10.7 combined. That’s better economy, Nissan says, than the Pilot, Explorer and Highlander. Merging onto the highway, the Pathfinder definitely feels brisk as it shuttles power to front wheels with a good amount of snarl, though peak torque sits at 4,800 rpm, so drivers need to be generous with the gas to get the most out of it. Around town, the power is more than adequate.
Flip the on-demand 4x4-I system into auto mode and torque will split to the front and rear wheels as required, and the system can also be locked for a 50-50 split of maximum torque, an excellent setup for deep snow or mud. The system is no different than before but has already proven itself to be more than adequate through some very deep snow during our long-term winter test.
The Pathfinder receives a bump in towing capability as well, now rated to haul 6,000 pounds, and all models except for the base come with a factory built-in receiver and transmission cooler. That’s the highest tow rating in this class and should allow owners to keep their Pathfinder longer as they accumulate more and bigger toys.
Inside, the interior layout is the same, although a new eight-inch colour touch screen with swipe, pinch and zoom control brings faster, sharper, less-cluttered graphics and more intuitive operation. Most models get a heated steering wheel and the wood trim on the top-line Platinum is no longer glossy but flat-grain. A motion-activated tailgate is also available, and access to the thirdrow seating remains the best in the business. New safety features have been added, too.
Built in Smyrna, Tenn., the refreshed Pathfinder goes on sale mid-September, with pricing to be similar to the current models. But the many revisions to the fourth-generation Pathfinder — especially the CVT — will make the 2017 model the one to want.