The Truth About Cars » mid sized suv http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Thu, 17 Jul 2014 15:46:48 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » mid sized suv http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Pre-Production Review: 2013 Nissan Pathfinder http://www.thetruthaboutcars.com/2012/10/pre-production-review-2013-nissan-pathfinder/ http://www.thetruthaboutcars.com/2012/10/pre-production-review-2013-nissan-pathfinder/#comments Tue, 23 Oct 2012 18:46:40 +0000 http://www.thetruthaboutcars.com/?p=464554

If you’re like most Americans, you either drive an SUV or want one. Don’t believe me? One in three vehicles sold on our shores in the past 12 months was an SUV or crossover, despite skyrocketing fuel prices. Of course, those fuel prices mean the demographic of the SUV smorgasbord has shifted from gas-guzzling truck-based off-roaders to unibody “crossovers.” Although Nissan is a little late to the soft-road party, they are countering their tardiness by doubling down on standard towing and fuel economy. What’s the reality and what’s it like to drive? Click through the jump and find out as we go off-roading and tow an Airstream.

Click here to view the embedded video.

Exterior

Despite having made the transition to unibody construction in 1996 (and back to body-on-frame in 2005) Pathfinders were recognizable as Pathfinders. The 2013 model on the other hand is instantly recognizable as a Nissan, but the Pathfinder lineage is far less obvious. The reason for this of course is that the 2013 model is a clean-sheet design that was penned at the same time as its close cousin the Infiniti JX. Nissan’s first unibody design was an attempt to compete with the Jeep Grand Cherokee, the fourth generation Pathfinder has Ford’s Explorer and the GM Lambda triplets in its crosshairs. Mission accomplished.

Interior

The outgoing Pathfinder shared its interior with the Frontier and as a result had a more rugged, lower-rent truck-like interior. The 2013 Pathfinder’s transformation is much like GM’s GMT360 to Lambda transformation. The new Pathfinder has an upscale interior with near-luxury fit and finish and a more sedan-like cockpit. Parts sharing with the Infiniti JX35 is high with air vents, switch gear, seat frames and LCD shared between the two. This top-down parts sharing is good for Pathfinder shoppers, but only time will tell if there is enough differentiation between the Pathfinder and JX to make Infiniti shoppers happy. As with the Infiniti JX, seat comfort declines the further right and rearward you go. The front passenger seat lacks the power lumbar adjustment of the driver’s seat. The second row seats are comfortable, but not as padded as the front seats with cushions designed for children or shorter passengers. As with most three-row crossovers the last row should be reserved for small children, coworkers you hate or your mother-in-law.

Infotainment

For Pathfinder duty, Nissan lifted their corporate infotainment systems without much change. The base $28,270 Pathfinder S combines a 6-speaker audio system and in-dash 6-CD changer. The base model’s glaring omissions include the lack of: Bluetooth, AUX input and a USB/iPod interface. Stepping up one trim-level (to the $31,530 SV) gets the driver a 7-inch LCD, Bluetooth, AUX input and a USB/iPod interface at the cost of the 6-disc changer (all other models get a single disc MP3/CD player.) Hopping up to the SL Premium (Nissan hasn’t released pricing on this one) gets the buyer the same 13-speaker Bose sound system as the mid-level trims of Infiniti JX35, right down to the Bose subwoofer. As long as you don’t need your bass to rattle your windows, the system is impressive.

Should navigation be on your short list, you’ll need to jump up to the $39,170 Platinum. Doing so gets you an 8-inch high-resolution touch-screen display pared with the Bose system and an in-dash DVD player. This Nissan system is one of the more responsive and intuitive systems on the market providing easy iPod/USB integration and an interesting novelty in the automotive world: a navigation joystick/wheel, steering wheel navigation controls and a touchscreen. This allows you to choose whether you enter data on the steering wheel, use the joystick/wheel device or just touch the screen.

Pricing

Nissan has set the starting price for the Pathfinder S (FWD) at $28,270, undercutting all the primary competition. As with most CUVs, beware, prices build quickly. Due to the way Nissan has structured the options list, the minimum point of entry for navigation is $39,170, nearly $4,000 more than an Explorer but only about $1,000 more than a Traverse. Most of the models we had on hand to test were well equipped SL models around $38,000 or fully loaded Platinum models around $44,000.

Drivetrain

Under the hood lies Nissan’s ubiquitous 3.5L V6 tuned to 260HP and 240lb-ft of torque, 5HP and 8lb-ft less than the same engine in the JX35. In addition to being down a few ponies compared to its luxury cousin, it’s also the least powerful in its class. As you would expect from Nissan, power is sent to the front wheels via a CVT, but this one has been revised to handle a 5,000lb tow rating. The new transmission uses a steel chain instead of a steel belt for durability, but importantly the ratios stay more-or-less unchanged. Nissan’s reps confirmed that the transmission is the primary reason for the JX35 and Pathfinder’s different tow ratings.

If towing with a FWD crossover doesn’t sound like fun, $1,600 buys you AWD. The system normally defaults to FWD mode for improved fuel economy but as a (small) nod to the Pathfinder’s history, the system has a lock mode that mechanically connects the front and rear differentials so that power flows 50:50 (front:rear) in all situations. Unlike more traditional transfer case setups, the clutch-pack allows a small amount of slip so the system can be used on dry pavement without binding. Leaving the AWD system in “Auto” keeps power to the front unless fairly significant slippage occurs (in order to improve fuel economy). The result is a decidedly FWD feel under most circumstances.

Drive

The engine right-sizing, CVT and unibody combine to drop the curb weight by 500lbs to 4,149lbs for the base 2WD model to 4,471lbs in the AWD Platinum. The weight reduction and other efficiency changes pay dividends with fuel economy rising from 15/22 and 14/20 (2WD/4WD) to 20/26 and 19/25. Compared to the unibody Explorer, the Nissan bests the Ford by 3MPG in the city and 1 on the highway in 2WD form and 1/2 mpg with AWD. However, if you seek crossover-fuel-sipping-nirvana, look no further than Ford’s 28MPG 2.0L Ecoboost Explorer.

Because the Pathfinder started as a rugged off-road vehicle, Nissan felt it necessary to take us to a cattle ranch to spend some time climbing hills and towing trailers. There are two realities we must keep in mind. First, automakers sometimes go overboard trying to prove that a new vehicle matches the older vehicle’s abilities. Second, the majority of shoppers will never tow or take the vehicle off-road so it really doesn’t matter anyway.

The first I noticed during our romp on the steep grassy hills was: ground clearance has dropped from 9-inches in the 2012 to 6.5 (lower than the Explorer’s 7.6 and the Traverse’s 7.2). Off-roading angles also decrease from 28/23/22 to 14/22/16 (approach/departure/break-over). The result is a Pathfinder that is more stable on-road thanks to a lower center of gravity, but a vehicle that may have difficulties going over the hill and through the woods. Does that matter to anyone? Probably not.

The second thing our adventure demonstrated was: the CVT and final drive ratio favor fuel economy. How so? By skewing the range toward the high-end of the CUV competition. The result is an effective low ratio of 13.5:1 that is notably higher than the Explorer’s 15.2:1 and a higher final gear of 2.0:1 vs the Explorer’s lower 2.2:1. The result is better fuel economy than the Explorer on the highway, but when we encountered steep terrain on the ranch, the Pathfinder felt out of its element and out of breath.

Back on the highway the Pathfinder presents its best argument for success: road manners. The suspension is firm for a crossover but not uncomfortable and was well composed over a variety of broken road surfaces, something that could not be said about the previous generation Pathfinder. Wind and road noise have also been drastically reduced in the cabin giving the Nissan a premium feel not unlike the Buick Enclave.

The towing demonstration was largely ignored by my journalist peers, but my own towing needs caused my interest to be piqued. I was initially concerned that the taller gearing of the CVT and the lower torque rating of the Nissan V6 would be a problem, but I was only half right. Unless you’re towing at capacity in San Francisco, the CVT makes a strangely enjoyable tow partner. Takeoffs are slow due to the gearing choices, and Ford’s Ecoboost V6 feels decidedly more confidant, but the CVT has advantages. When hill climbing it’s easier to maintain a constant speed because the CVT can constantly vary the ratio to keep you from doing the “slow down, down-shift, speed up, up-shift, slow down” ballet that I’m used to when towing with my GMT360 SUV.

While the Pathfinder may have shed much of its heritage in its fourth generation, so has everyone else. Unfortunately, this also means a select few shoppers (like yours truly) that need to tow 6,500lbs regularly with an AWD mid-size SUV are left with the Dodge Durango as your only new car choice in this segment (until Chrysler kills it in 2015). Instead Nissan has delivered exactly what 95% of SUV/CUV shopper want: 20% better fuel economy, some rugged good looks and the ability to handle Tahoe when the ski-bug bites. While I will mourn the loss of the Pathfinder along with a certain segment of rock-crawlers in the square states, you should put the Pathfinder at the top of your shopping list.

Nissan invited me to a local Pathfinder event, paid for the hotel and stuffed us full of food.

Specifications as tested

0-30:3.6 Seconds

0-60: 6.9 Seconds

1/4 Mile: 16.16 @ 91 MPH

Average Fuel Economy: 20.5 MPG over 189 Miles

2013 Nissan Pathfinder, Interior, Dashobard, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, seats, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, seats, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, AWD selector, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, Dashobard, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, Dashobard, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, Dashobard, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, 2nd row seating, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, 3rd row, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, cargo area, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, seats, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, Infotainment, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, Dashboard, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, Rear 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, side, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, side, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, Front 3/4, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Exterior, front, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, HVAC/Infotainment, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, gauges, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, display audio screen, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, display audio screen, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, display audio screen, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, display audio screen, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, inftiainment controls, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Interior, console, Picture Courtesy of Alex L. Dykes 2013 Nissan Pathfinder, Engine, 3.6L V6, Picture Courtesy of Nissan 2013 Nissan Pathfinder, offroad, Picture Courtesy of Nissan Zemanta Related Posts Thumbnail ]]>
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Review: 2013 Jeep Grand Cherokee Overland Summit http://www.thetruthaboutcars.com/2012/09/review-2013-jeep-grand-cherokee-overland-summit/ http://www.thetruthaboutcars.com/2012/09/review-2013-jeep-grand-cherokee-overland-summit/#comments Sat, 29 Sep 2012 13:00:38 +0000 http://www.thetruthaboutcars.com/?p=460597

So, you really want a Range Rover but your trust fund hasn’t recovered from the “bankocalypse?” What’s a guy to do? Well, you could take advantage of the British brand’s cliff-face depreciation curve and buy an off-lease Rover, but do you really want to test your reliability-fate with used wares from Old Blighty? The answer comes from the only other brand that has “off-road” coded into its near-luxury DNA: Jeep. Gasp! A Chrysler product you say? While Chrysler would not say the phrase “American Range Rover,” they did throw us the keys to the top-of-the-line Jeep Grand Cherokee Overland Summit 4×4 so see what a refresh and stitched leather goodness could do for our soul.

Click here to view the embedded video.

The Grand Cherokee started life in 1993 as a mid-sized SUV attempting to slot between the full-size Grand Wagoneer and the smaller Cherokee. Since that time, like many cars in America, the Jeep has been getting bigger. Unlike many cars, the Grand Cherokee has been something of a social climber receiving newer trim levels with luxury features hitherto unseen in a Chrysler product. Now in its fourth generation the Grand Cherokee has grown by a foot in length, six inches in width and gained nearly a ton in curb weight. Despise the “Americansizing,” the Grand Cherokee’s exterior is well proportioned and elegant thanks to a redesign in 2011 that replaced the cartoonish front with a more attractive and elegant design. Further upping the luxury ante, Jeep bedazzled the Overland edition with chrome, even slathering the tow hooks in bling.

Interior

I have come to the decision that adding stitched leather to anything is a recipe for success. If you don’t believe me, hop in a Laredo trim Grand Cherokee then step inside an Overland. Even though Jeep improved the plastics in the 2011 refresh, the plebeian models receive a rubbery dashboard that collects dust and is difficult to clean. Meanwhile the Overland gets one of the best stitched dashboards I have had the pleasure to fondle see. Seriously, the quality of the stitch-work is second to none in the luxury industry and the contrasting piping on the seats screams Range Rover. This is a good thing. The Range Rover parallel continues with an interior color palate that runs from black-on-black to a series of contrasting leather combinations culminating in the striking “new saddle”  leather interior our model wore. Jeep has tossed plenty of real wood in for good measure and topped everything off with tasteful matte and shiny chrome trim. As you would expect from the “budget” Range Rover, all the creature comforts you could ask for are available including: radar cruise control with pre-collision warning to a heated steering wheel, cooled seats, automatic high beams and keyless go.

A common complaint with the first two generations of the Grand Cherokee was rear seat legroom. While the Grand Cherokee will never be mistaken for a limousine, rear leg room has improved and is no longer a problem point for most passengers. This increase in leg room came with a general increase in the Grand Cherokee’s dimensions. While this increase makes the SUV a bit less capable off-road in some ways, it pays dividends in passenger  comfort, cargo room, and, my personal favorite: lumber capacity. If you own a WJ series Grand Cherokee you’ve probably noticed that it’s hard to get 8-foot long items in the vehicle, this is not a problem with the WK’s increased dimensions. While the Jeep still can’t swallow a 4×8 sheet of plywood, four-foot wide items will fit in the cargo area easily. As before, the rear tailgate features a glass section that opens independently allowing longer items to hang out the rear, this is a feature that is notably absent in the competition.

Infotainment

The positive impression of the Overland’s interior is tarnished once you get settled and reach for the infotainment system. Because Chrysler’s finances were in the toilet when the Grand Cherokee was refreshed in 2011, the infotainment systems from the previous generation remain with essentially no change. All but the base model of the Grand Cherokee get the same 6.5-inch touch-screen interface with the more expensive trims getting more software options in the system. At the top of the food chain, Overland models get “everything” which includes: Bluetooth, iDevice/USB integration, Sirius Satellite Radio and a backup cam. While the feature set is competitive, the system’s graphics are old school, the software operation is far from intuitive, voice commands are few and far between, call quality is mediocre and the system is sluggish. Expect this to change for 2014 as we’re told Jeep is jamming the snazzy new 8.4-inch uConnect system into the dash. If you’re a gadget hound, wait for the upgrade. On the bright side, the Jeep’s English competition has an infotainment system that is just as lackluster, just as ancient and just as infuriating.

Drivetrain

As a nod to those interested in fuel economy, premium interior trappings no longer come bundled with a larger engine. As with all Grand Cherokee models, the Overland starts with the 3.6L V6 which produces 290HP at 6,400RPM and a respectable 260lb-ft of torque at 4,800RPM. Jumping up to the 5.7L V8 gets you 360HP at 5,150RPM and 390lb-ft at 4,250RPM. Attending the V8 party takes a toll on your fuel economy, dropping from 16/23 to 13/20 (City/Highway.) Compared to the Range Rover Sport’s 5.0L naturally aspirated engine, the Jeep delivers 15lb-ft more torque at the expense of 15HP and 2MPGs on the highway (13/18 MPG.)

The rumor mill tells us to expect both engines to get Chrysler’s  ZF-designed Chrysler-built 8-speed automatic for the 2014 model year. Until then, the V6 is paired with a Mercedes 5-speed while the V8 gets Chrysler’s in-house designed 65RFE 6-speed transmission. Our Overland also had the optional Quadra-Trac II AWD system which uses a 2-speed transfer case to split power 50:50 during normal driving situations and provides a 2.72:1 low range for off road use. Four-wheel-drive Overlands also get Jeep’s variable height air-suspension dubbed “Quadra-Lift.” Jeep claims the system is one of the fastest acting in the industry and compared to the Range Rover and Range Rover Sport I’m inclined to agree. Going from the low ride height of 6.6 inches to the 10.7 inch “rock climbing” height takes around 30 seconds while lowering the Jeep takes a similar amount of time.

Drive

Out on the road the Jeep’s hard-core roots are obvious. In a sea of sharp-handling FWD crossovers, the Grand Cherokee sticks out as a marshmallowy soft traditional SUV with standard RWD, a longitudinal mount engine, and a stout 7,200lb towing capacity. This means that despite wide 265-width rubber, the Grand Cherokee will only carve corners in the off-road-incapable SRT8 variety. Still, that’s not this Jeep’s mission. Much like a Range Rover, the Overland’s raison d’être is to drive like a Barcalounger regardless of the road surface. Mission accomplished.

With 360HP and nearly 400lb-ft of twist on hand, you would think the Overland 4X4 V8 would be fast. You would be wrong, our Overland took 7.3 seconds to hit 60 putting it firmly in the “average” category. The first impediment to forward progress is the mass of the Overland which rings in at 5,264lbs (V8 4X4) without a driver. The second is the Chrysler 65RFE transmission under the hood. Compared to GM, Ford and ZF’s 6-speed units, the shifts are slow and soft, first gear isn’t as low as the Mercedes 5-speed the V6 uses and the ratios are somewhat oddly spaced for normal driving. While I expect the new 8-speed unit to deliver better acceleration for the V8 with its low 4.69:1 first gear, don’t expect 2014 to improve HEMI fiel economy by much as the 65RFE’s 6th gear is already a tall .67:1, the same as the Chrysler/ZF 8-speed’s final gear. While we were unable to 0-60 test a V6 Overland, the V6 doesn’t feel that much slower than the V8 and it saves 351lbs of curb weight. The transmission’s ratios and shifting are likely the reason the Range Rover Sport (which manages to be even heavier) is 4/10ths faster to 60 despite the similar power numbers from the engines.

The high curb weight of the Overland causes a few problems off-road for the big-boy Jeep limiting the amount of fun you can have at the off road park. If you see that Grand Cherokee Laredo in front of you barely making it through the mud, just turn around, he’s 632lbs lighter than you. If you see a Patriot playing in the soft-stuff, it’s 2,000lbs lighter. Still, this isn’t likely to be a huge problem for you as I have yet to see a new Grand Cherokee let alone an Overland at my local SVRA. That being said, like the Range Rover, the Grand Cherokee provides all the off-road hardware you’d need to tackle the Rubicon. On our short course at Hollister Hills the Jeep proved that it still has a serious off-road setup that never flinched regardless of which wheel we had up in the air. There is a great deal of debate about whether Jeep’s move to a four-wheel independent suspension in the Grand Cherokee was the right move or not and I must throw my $0.02 in the ring. It doesn’t matter but Jeep made the right business decision. I appreciate both sides of the argument but since most Grand Cherokee buyers think of their gravel driveway as “off-road,” Jeep’s focus on asphalt manners is the way to go.

Branding is important to many shoppers, but just how important is that Range Rover brand to you? If the answer isn’t $16,195, then the $51,500 (as tested) Overland Summit is your “frugal” alternative. Not only does the Overland deliver an honest-to-goodness similar experience for considerably less, it is a viable option for those that simply prefer buying an American brand, or those living in Middle America where you can’t find a Range Rover dealer. Like the Range Rover, the Grand Cherokee Overland is all kinds of crazy, it’s big, brash and heavy but coddles the driver in a leather cocoon. Like the Range Rover, nobody “needs” an Overland, yet I secretly want one.

 

Jeep provided the vehicle, insurance and one tank of gas for this review.

Specifications as tested

0-30: 2.9 Seconds

60: 7.22 Seconds

1/4 Mile: 15.64 Seconds at 87 MPH

Average Fuel Economy: 15.2 MPG over 819 miles

 

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