2014 Nissan Pathfinder Hybrid

SPECIFICATIONS

1. Hybrid pathfinders are powered by a supercharged 2.5L 4-cylinder mated to a 15 kW electric motor and lithium-ion battery pack to produce 250 hp and 243 lb-ft of torque. 2. Fuel economy is rated at 25 MPG city and 28 MPG highway for FWD models (25/27 for AWD), roughly a 25 percent improvement over the V6. 3. With no base S model, the Pathfinder Hybrid SV starts at $35,970 or roughly $3,000 more than the equivalent V6 model.

PREVIEW

There are some who are still smarting over Nissan's decision to turn the Pathfinder from an off-roader into a soft-roader in 2013. Those same people will probably defecate kittens when they learn that the Pathfinder will be available in a hybrid version for 2014.

INTERIOR

And on that, the Pathfinder Hybrid does indeed deliver. The vehicle we tested was a top-of-the-line Platinum model stuffed with every feature the Pathfinder offers, including buttery-soft leather seats, a power tailgate, Bose stereo, and touch-screen navigation. The Pathfinder Hybrid offers an active noise cancellation system, and it did a stellar job keeping the interior as quiet as a library. It's a very nice vehicle -- so nice we have to wonder how Nissan plans to sell the Infiniti version (the QX60, formerly known as the JX35).

Size-wise, the Pathfinder feels bigger than the Toyota Highlander, which happens to be the only other seven-seat SUV to offer a hybrid option. In terms of seating, it's closer to the General Motors Lambda triplets (Buick Enclave, Chevrolet Traverse, GMC Acadia), with a third-row seat that is tight but useable, plus 16 cubic feet of cargo space with all three rows in place. But the Pathfinder doesn’t feel as large or ungainly as the Lambdas, and it's far easier to park, especially when equipped with the Around View Monitor, which uses strategically mounted cameras to give a virtual overhead view.

UNDER THE HOOD

The Pathfinder Hybrid's drivetrain is built around a supercharged (yes, supercharged!) version of Nissan's 2.5 liter four-cylinder engine. A 15 kW electric motor is sandwiched between the gas engine and the Pathfinder's CVT automatic transmission, adding 20 horsepower to the engine's 230 for a total system output of 250 hp (ten fewer than the V6-powered Pathfinder).

A pair of clutches separates the three elements, which allows electric motor to power the Pathfinder Hybrid independently of the gasoline engine. (It also allows Nissan to sneak the phrase "dual clutch" into their PR and marketing materials, though the Pathfinder Hybrid's arrangement has nothing to do with the dual-clutch transmissions found in performance and economy cars.)

From the transmission back, the drivetrain is identical to that in the V6-powered Hybrid, including optional "4x4-i" all-wheel-drive system. The electric motor draws its power from a 144-volt lithium ion battery pack that fits under the third row seat, and since the Pathfinder was designed from the get-go with a hybrid option, there is no impact on interior space. Towing capacity is reduced, however, from 5,000 lbs to just 3,500 lbs.

EPA fuel economy estimates are 25 MPG city and 28 MPG highway for front-wheel-drive versions and 25/27 with all-wheel-drive, a significant step up from the V6-powered models, which are rated at 20/26 and 19/25.

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Nissan Pathfinder Hybrid 2014

Specifications

1. A 2.5L supercharged four-cylinder and 15 kW electric motor make a total of 250 hp and 243 lb-ft of torque. 2. The only transmission available is Nissan’s Xtronic CVT. 3. All-wheel drive Pathfinder Hybrids are rated at 24 mpg city and 27 mpg highway. 4. The Pathfinder Hybrid starts at $35,970, but $47,510 as tested.

Preview

Nissan installed its “Intelligent Dual Clutch Hybrid System” to transform the Pathfinder into a hybrid for the first time. It consists of an electric motor that is positioned between the gasoline engine and the transmission via a pair of clutches. Unable to run on pure electric power alone, this set-up is more of an electric assist system than a full-blown two-stage hybrid. Think of it along the lines of GM’s eAssist or Honda’s IMA system.

The electric motor is a small 15 kW unit making 20 hp and 29 lb-ft. Paired to it is a new 2.5-liter supercharged four-cylinder engine making 230 hp and 243 lb-ft of torque, boosting total system output to 250 hp and 243 lb-ft of torque. That is roughly the same output as the V6 Pathfinder and like those crossovers, the only transmission choice available on the Hybrid is a continuously variable unit equipped with a standard transmission cooler.

Interior

Inside it is a similar story. The only clue to the driver that this is the Hybrid version of the Pathfinder is a single power meter on the bottom left hand side of the gauge cluster and an energy usage screen within the infotainment unit. Otherwise it is business as usual. The dashboard remains easy to operate, yet dated looking and the front seats are comfortable places to be.

The compact lithium ion battery system used in this vehicle was designed and packaged so that it would not consume any passenger or cargo space. It is wedged under the third row passenger seat allowing all interior dimensions to remain unchanged. That means the spacious second row retains 41.7 inches of legroom while the large-for-its-class third row continues to offer 30.7 inches. Cargo capacity is still pegged at 16 cu Ft. behind the third row, expanding to 79.8 cubic feet with all rear seats folded down.

Under The Hood

Keeping the allusion the Pathfinder is still a truck, the Hybrid is officially available with ‘2WD’ or ‘4X4’. In reality though, this entails a choice of front-wheel drive or all-wheel drive. With the all-wheel drive system, our fully-loaded Platinum Premium Hybrid is officially rated at 24 mpg city and 27 mpg highway. That’s an improvement of five mpg in the city and two mpg on the highway compared to V6 models. Unfortunately, we couldn’t achieve those numbers during an admittedly cold week of testing. We averaged 20.5 mpg in the heart of the polar vortex, which is not much better than a V6 model we tested in the fall, albeit during much warmer weather. We expect that the Hybrid would post a mileage increase of three to four mpg in similar conditions.

With similar output figures to the six-cylinder model, it should come as no surprise that power delivery feels alike between the gasoline and hybrid. Momentum builds in a smooth, linear fashion that many two-stage hybrids cannot match. However, the trade-off is fuel consumption. For example, the two-stage Toyota Highlander Hybrid AWD has a higher EPA rating of 27 mpg city with a V6.

Hurting consumption further is the biggest enemy of most hybrid vehicles – weight. Our all-wheel drive Platinum Premium test vehicle weighed in at over 4,700 lbs., nearly 250 lbs. more than an equivalent V6 model. Despite this extra heft, the Hybrid still responds to driver inputs much like the V6 Pathfinder. It is easy to operate and hides its mammoth proportions fairly well, feeling far lighter on its feet than something this big should.

And unlike most hybrids, this crossover can still actually tow a decent amount. Although total capacity has been lowered by 1,500 lbs. compared to the V6 model, the official 3,500 lbs. tow rating is still more than enough for a small boat or set of snowmobiles.

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