2017 Nissan Pathfinder

2017 is a change year: the mid-cycle refresh brought a new direct-injected 3.5L V6 with 284 hp, up from the previous 260 hp. It is the only engine and is competitive for a mainstream three-row gas SUV.

The new DIG V6 makes 259 lb-ft (up from 240), which is typical for a naturally aspirated V6 and below turbo or V8 alternatives.

Instrumented tests of the 2017 model average about 7.4 s, which is mid-pack for a three-row mid-size SUV.

The new V6 is smooth and quiet at cruise and noticeably stronger than the 2016 engine. The CVT dulls throttle response, and the engine sounds coarse when pushed hard.

The updated Xtronic CVT adds D-Step simulated shifts and is smooth in normal driving, but it drones and feels rubbery under hard acceleration or while towing. The R52 CVT also has a mixed durability reputation.

For 2017 the tow rating rose from 5,000 to 6,000 lbs, which Nissan marketed as class-leading and is ahead of the 5,000-lb norm for crossover rivals.

Intelligent 4x4 is optional on every trim (S, SV, SL, Platinum) and has 2WD/Auto/Lock modes. It has no low range, torque vectoring or terrain-mode selector.

This is a unibody crossover with about 7 in of ground clearance, Hill Descent Control and a lockable 4WD center coupling. There is no off-road trim or protective hardware.

Only one powertrain is offered, the 3.5L V6 with CVT. The Pathfinder Hybrid was dropped after the 2014 model year.

Even with the more powerful DIG V6, the 2017 returns 23 MPG combined in 2WD form and 22 MPG with 4WD. That is typical for a non-hybrid three-row mid-size SUV.

It rates 20 MPG city in 2WD form and 19 MPG with 4WD. With no hybrid assist, stop-and-go economy is weak.

The CVT's tall ratios give it a respectable 27 MPG highway in 2WD form, about average for the class.

Range is calculated from the R52's 19.5-gal tank and the EPA combined rating, since EPA does not publish a range figure for gas vehicles.

EPA's current-price estimate is $2,800 a year for the 2WD model on regular fuel, a mid-to-high running cost for the segment.

Every trim runs on regular unleaded, so there is no premium-fuel cost.

NHTSA rates both the FWD and AWD 2017 Pathfinder 5 stars overall. The frontal and rollover sub-ratings are 4 stars.

The 2017 Pathfinder earned an IIHS Top Safety Pick (not TSP+). The award only covers vehicles with the optional front crash prevention, which in 2017 came only on the Platinum, so the volume trims don't qualify. Every structural test is Good except the passenger-side small overlap, which is Acceptable.

In 2017 no driver assistance was standard on the S or on the volume SV. Forward Emergency Braking and Intelligent Cruise Control, both new for 2017, came only on the top Platinum trim. Blind Spot Warning and Rear Cross Traffic Alert were optional on the SV and standard from the SL up. No trim offered lane-departure warning or lane-keeping assist. AEB didn't become standard until 2018.

When fitted, the vehicle-to-vehicle system earned an IIHS Superior rating. But in 2017 it was an option available only on the Platinum, so most buyers got no AEB at all, and no version had pedestrian detection.

Blind Spot Warning and Rear Cross Traffic Alert were optional on the volume SV, standard on the SL and Platinum, and absent on the S. Both systems only alert, with no active intervention and no trailer-aware coverage.

No 2017 Pathfinder offered lane-departure warning, lane-keeping assist or lane centering on any trim. ProPILOT Assist didn't reach the Pathfinder until the 2022 R53 generation.

Intelligent Cruise Control was new for 2017 but came only on the Platinum. It is a basic radar system with no steering assist or highway-assist integration. The volume SV has only conventional cruise control.

No 2017 Pathfinder trim offers hands-free driving, or even a hands-on steering-assist system.

The halogen projectors on the S, SV and SL are rated Poor by IIHS, with inadequate curve illumination and excessive glare. The Platinum's LED low beams only reach Marginal. No version has high-beam assist or curve adaptation.

The tall seating position gives a decent forward view, but the rounded R52 body has thick rear pillars and a small rear glass area. The Around View Monitor 360° camera with Moving Object Detection helps, but only on the SL and Platinum. The volume SV has just a rearview camera.

IIHS rates the LATCH hardware Acceptable. The EZ Flex second row with LATCH AND GLIDE tilts and slides forward with a child seat installed, so third-row access stays usable.

Every 2017 Pathfinder seats seven, with a 60/40 sliding second-row bench and a 50/50 third row.

Front headroom is generous on the volume SV, which has no moonroof.

Front legroom is mid-pack for a mid-size three-row.

Second-row headroom is roomy for the class.

The sliding second row gives very long legroom at its rearmost setting, at the expense of third-row room.

The third row reclines, and the EZ Flex second row tips and slides for access even with a child seat installed. With 30.7 in of legroom and a low cushion, though, it is for kids.

Cargo space behind the second row is competitive but trails the Pilot and Explorer class leaders.

Maximum cargo volume is average for a mid-size three-row.

Everyday storage is competitive: an underfloor cargo bin, a dual-level console, plentiful cupholders (redesigned for 2017) and grocery hooks. The 120V outlet is limited to upper trims, and there's nothing that stands out.

Front seats are comfortable, and the SV has an 8-way power driver's seat. The second-row bench is soft and reclines, while the third row is low and short-cushioned.

The ride is acceptable on the SV's 18-inch wheels. Reviewers call the suspension firm and less refined than rivals', and it gets choppy over broken pavement, especially on the Platinum's 20s.

Wind and road noise are controlled at cruise, but the drivetrain groans and drones under load through the CVT. There is no acoustic glass or active noise cancellation.

Tri-zone automatic climate is standard. Heated front seats, a heated wheel and remote start come on the SV only through the Cold package, heated second-row seats start at the SL, and ventilated front seats are Platinum-only.

The facelifted 2017 S 2WD opened below $30,000 before destination, undercutting the Highlander, Pilot and Explorer at entry.

The SV is the volume grade. The figure blends the 2WD and 4WD mix. For 2017, blind-spot warning and rear cross-traffic alert were still SL-and-up equipment.

CarEdge puts Pathfinder maintenance and repair at about $2,600 over 5 years. 2017 is the first year of the new direct-injected V6 and the revised CVT, and CVT repairs after the 5/60 powertrain warranty are well documented, so a realistic figure is somewhat higher.

The Pathfinder depreciates faster than the midsize-SUV average. A 2017's fifth year fell in the 2021–22 used-car price spike, which pushed it toward the high end of the model's usual range.

This is the mainstream minimum. It matches Toyota, Honda and Ford and trails Hyundai and Kia's 5 years.

Five years/60,000 miles on the V6 and CVT is the segment floor, half of Hyundai and Kia's 10-year/100,000-mile coverage.

Nissan includes 3-year/36,000-mile roadside assistance but no complimentary scheduled maintenance. NissanConnect Services, standard only on the Platinum, came as a limited-time trial.

$34,400 volume-trim price minus its estimated resale value after 5 years (47% retained, or about $16,168) leaves about $18,232 in depreciation. Add the projected $4,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,032 in total.

J.D. Power gives the 2017 Pathfinder an average Quality & Reliability score of 73/100, and Consumer Reports and RepairPal land between average and below average because of the transmission. 2017 improved on the troubled 2013–2015 R52 cars, but as the first year of the refresh with a new engine it scores a notch below the later carry-over years.

Around 2017 Nissan was a lower-mid-pack brand in both Consumer Reports' brand rankings and J.D. Power's VDS. Jatco CVT judder and failure complaints across its lineup weighed on its reputation, and its later improvement in CR's rankings came after this period.

MY2017 is covered by two NHTSA campaigns, both for the ABS actuator. The actuator can leak brake fluid onto a circuit board and start an engine-bay fire, so both carry park-outside advisories, and the second campaign re-recalled cars whose first repair was not done or did not hold. Add the generation's run of CVT judder TSBs and reflashes and the record sits at the low end of typical.

The engine is the new 2017 direct-injected 284 hp VQ35DD, part of the long-proven VQ family. It is paired with Nissan's Jatco CVT, which in this generation has a poor long-term record of shudder, slipping and premature failure, and owner complaints for the 2017 model year centre on that transmission. The CVT pulls the score into the known-problem band.

The 2017 refresh changed little inside beyond new cupholders. The 2013 cabin design is roomy but uses plenty of hard plastic, which puts it behind newer rivals such as the Highlander and the incoming 2018 Traverse and Atlas.

It is a late-generation build from Smyrna with no body or assembly-defect recalls, and J.D. Power rates its quality as average. Owner complaints centre on the CVT rather than rattles or panel issues, which puts it at generally solid with scattered complaints. As the first year of the refresh it scores slightly below the later years.

About 1,050 US Nissan dealers give near-universal coverage. Nissan's J.D. Power CSI standing in this era was mid-pack among mass-market brands.

It is a high-volume nameplate whose VQ V6 and platform parts are shared with Murano, Maxima and QX60, so parts are abundant and there is a large aftermarket. Annual repair cost runs a little above the midsize-SUV average, and a CVT replacement out of warranty is costly.

An 8.0-inch touchscreen is standard across the lineup, and no larger screen was offered.

The next-gen NissanConnect interface is dated and busy. Reviewers call it overly complex, with an unwieldy spread of buttons and knobs, and there's no phone projection to fall back on.

Neither wired nor wireless Apple CarPlay or Android Auto was offered on any 2017 trim.

Basic voice recognition covers audio and phone. NissanConnect Navigation is optional on SV and SL and standard only on Platinum, so the volume SV typically has neither maps nor phone projection.

The base system is a 6-speaker unit with HD Radio. The 13-speaker Bose system comes in the SL Tech package or on the Platinum, so it's out of reach on the SV.

Gauges are analog on every trim, with a 4.0-inch color Advanced Drive-Assist Display between them.

There were no over-the-air software updates. Map and software updates went through the dealer or USB.

NissanConnect Services powered by SiriusXM, expanded for 2017, adds app-based remote lock and start, crash notification and a stolen-vehicle locator. It comes only with navigation-equipped trims and packages, needs a subscription, and has no digital key.

There are only USB-A ports, with no USB-C (that arrived for 2019) and no wireless charger on any trim. The 120V outlet is limited to the top trim.

Intelligent Key with push-button start is standard. Remote engine start is tied to the SV Cold package or higher trims, and SL/Platinum add a motion-activated power liftgate, new for 2017. There's no phone-as-key.

A rearview camera is standard, and the SV adds rear sonar. The Around View Monitor with Moving Object Detection comes on SL/Platinum, and there's no automated parking.

No head-up display was offered on any 2017 Pathfinder trim.

EZ Flex LATCH AND GLIDE lets the second row tip and slide for third-row access with a child seat still installed. LATCH is outboard-only in the second row, the third row is tight, and there's no Rear Door Alert, which arrived in 2019.

It has a 5-star NHTSA overall rating and an IIHS Top Safety Pick, but the award needs optional front crash prevention. AEB and adaptive cruise are Platinum-only, blind-spot warning is optional on the SV, there's no lane-departure warning, and the halogen headlights rate Poor.

Tri-zone climate and a soft, reclining, sliding second row keep passengers comfortable. The rear DVD system is top-trim only, USB ports are few, cargo behind the third row is 16 cu ft, and the ride is firm.

The V6 and CVT are smooth and unobtrusive around town. The firm ride, heavy steering and lack of adaptive cruise or lane assist on volume trims keep it from being relaxing.

It returns 23 MPG combined on regular fuel (22 with 4WD), average for a V6 three-row at about $2,800 a year.

At about 198 in long with a 38.7-ft turning circle, it's big for tight parking. The SV has a rear camera and sonar only, and the 360-degree camera is SL and up.

Towing rose to a class-leading 6,000 lbs for 2017, and the cargo hold reaches 79.8 cu ft. It's still a unibody crossover, not a truck.

The V6 is well proven, but CVT durability under load is this generation's known weak point, and 2017 was the first year of the new direct-injected engine and next-gen CVT. The cabin trim is ordinary family-crossover material.

It has roof rails, tie-downs, grocery hooks and an underfloor bin. The Class III hitch comes with the tow package, bundled in the SL Tech package and standard on Platinum, and the 120V outlet is top-trim only.

It has about 450 miles of range from a 19.5-gal tank, comfortable seats and a reasonably quiet cruise. Adaptive cruise is Platinum-only, there's no lane-keeping, and the ride is firm on rough roads.

All-Mode 4x4-i with Auto/Lock modes and 6,000-lb towing make it a capable trailhead and camper-towing vehicle. Hill Descent Control is SL and up, and about 7 in of ground clearance keeps it off real trails.

The 60/40 sliding second row and 50/50 third row fold flat, and there are roof rails and an underfloor bin. Cargo runs 47.8 cu ft behind the second row and up to 79.8.

Handling is composed but not agile, with modest grip. Cars.com says it lacks the sportiness of a Mazda CX-9.

The hydraulic-electric steering is accurate enough but numb, and it can feel heavy.

Car and Driver measured a long 179-ft stop from 70 mph, behind the class leaders. Pedal feel is ordinary.

The new 284-hp direct-injected V6 is smooth and stronger than before, and D-Step logic simulates shifts under hard throttle. The CVT still dulls response.

The engine is quiet at cruise but gets coarse and droney near full throttle, and owners report drivetrain groaning.

The turning circle is mid-pack for a roughly 198-in three-row.

The seating position is high and commanding. The SV has a manual tilt/telescoping wheel, the dash's clutter of buttons draws criticism, and thick rear pillars limit the over-shoulder view.

The V6 has decent punch, but the CVT, numb steering and firm ride make it an appliance to drive.

The $29,990 S includes the new 284-hp direct-injected V6, an 8-inch NissanConnect touchscreen, tri-zone climate, a rearview camera and the EZ Flex third-row access. Push-button start waits for the SV, blind-spot warning for the SL, and automatic emergency braking and adaptive cruise for the Platinum.

It undercuts the Highlander, Pilot and Explorer at entry, and the 2017 update added 24 hp and raised towing to 6,000 lb. That is strong capability per dollar, offset by a CVT, weak resale and AEB held back for the top trim.

Four grades (S, SV, SL, Platinum), each offered in 2WD or 4WD, span about $31k–$44.5k, and a Midnight Edition package arrived mid-year. There is only one powertrain, and every version seats seven.

About 81,000 were sold in the US in calendar 2017, near the R52's peak volume but mid-pack behind the Explorer, Highlander and Pilot.

In 2017 Nissan's image was neutral to slightly soft: incentive- and fleet-heavy volume and CVT reliability concerns weighed on residuals, though this was before the 2018–19 Ghosn fallout.

Nissan's 2017 share push put heavy cash-back and low-APR offers on the Pathfinder, and the model was very negotiable below MSRP.

2017 is the fifth year of the R52 generation (launched 2013) but also its mid-cycle facelift year, with new styling, a new DI V6 and a revised CVT. The platform and interior remained dated against the new Pilot and Highlander.

The 2017 refresh drew praise for more power and towing, but the Pathfinder was still ranked mid-to-lower pack behind the Pilot, Highlander and Durango for its interior quality and CVT feel. It won no major awards.