2018 Nissan Pathfinder

Every 2018 Pathfinder uses the 284-hp 3.5L direct-injection V6 that arrived with the 2017 facelift, which is competitive for a mainstream three-row gas SUV. The powertrain carries over unchanged for 2018.

The V6 makes 259 lb-ft, which is typical for naturally aspirated V6 rivals and below turbo-four or V8 alternatives.

The powertrain was unchanged from 2017 to 2020, so instrumented tests of those years apply to 2018. They put the car at about 7.4 s, mid-pack for a three-row mid-size SUV.

The V6 is smooth and quiet at cruise with adequate midrange. The CVT dulls throttle response, and the engine sounds coarse when pushed hard.

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

Both 2WD and 4WD models tow 6,000 lbs, which Nissan marketed as best-in-class, 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. For 2018 there is no off-road trim; the Rock Creek appearance package arrived only for 2019.

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

The V6/CVT returns 23 MPG combined in the 2WD configuration 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 Nissan'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 2018 Pathfinder 5 stars overall. The driver-side frontal and rollover sub-ratings are 4 stars.

Every structural test is Good except the passenger-side small overlap, which is Acceptable. The 2018 model earned no IIHS award, because its best headlights are rated only Marginal. The 2019 model won Top Safety Pick only after an August 2018 headlight change.

Forward automatic emergency braking and Rear Door Alert became standard on every trim for 2018. Blind Spot Warning, Rear Cross Traffic Alert and Intelligent Cruise Control are optional on the volume SV and standard only on the SL and Platinum. No trim offers lane-keeping assist.

IIHS rates the standard Forward Emergency Braking Superior in vehicle-to-vehicle tests. There is no pedestrian detection, day or night.

Blind Spot Warning and Rear Cross Traffic Alert are optional on the volume SV and standard only on the SL and Platinum. The base S can't get them at all. Both systems only alert, with no active intervention.

No 2018 Pathfinder offers lane-departure warning, lane-keeping assist or lane centering. ProPILOT Assist was never available on the R52 generation.

Radar Intelligent Cruise Control is standard on the SL and Platinum and optional on the SV. It is a basic system with no steering assist or integrated highway assist.

No 2018 Pathfinder trim offers hands-free driving, or even hands-on steering assist.

The halogen projectors on the S, SV and SL are rated Poor. The Platinum's LED projectors reach only Marginal, and neither 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 Intelligent Around View Monitor 360° camera helps, but only on the SL and Platinum.

IIHS rates the LATCH hardware Acceptable, and two more seating positions have tether anchors only. The EZ Flex second row with LATCH AND GLIDE tilts and slides forward with a child seat installed, keeping the third row reachable.

Every 2018 Pathfinder seats seven, with a 60/40 sliding second-row bench and a 50/50 third row. No 8-seat or captain's-chair layout was offered on the R52.

Front headroom is generous for the segment on the volume SV, which has no moonroof. The body is unchanged from 2017 through 2020.

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

Second-row headroom is roomy for the class, and the third row also has usable headroom.

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

The 50/50 third row reclines, and the EZ Flex second row tips and slides for access even with a child seat installed. But 30.7 in of legroom and a low cushion make it a space for kids, not adults.

Cargo space behind the second row is competitive but below rivals such as the Pilot and Telluride.

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

Storage is competitive: an underfloor cargo compartment, a dual-level center console, plenty of cupholders and bottle holders, grocery hooks and floor tie-downs. Nothing stands out beyond that, and the 120V outlet is Platinum-only.

Front seats are comfortable, and the SV adds an 8-way power driver's seat. The flat second-row bench and the low third row limit comfort in back on long trips.

The ride is compliant on the SV's 18-inch wheels. Edmunds and U.S. News call it firm and choppy over broken pavement, especially on the 20s.

Road and wind noise are well contained at cruise, but the V6 and CVT get loud and droney under hard acceleration. There is no acoustic glass or active noise cancellation.

Tri-zone automatic climate is standard on every trim, and the SV adds remote engine start. Heated front and second-row seats and a heated wheel come on the SL, and cooled front seats are Platinum-only.

The 2018 S 2WD opened below most three-row midsize rivals. Automatic emergency braking became standard across the range for 2018.

The SV is the volume grade, and the figure blends the 2WD and 4WD mix. Blind-spot warning and adaptive cruise were not yet standard on the 2018 SV; that came for 2019.

CarEdge class data puts Pathfinder maintenance and repairs at about $2,600 over five years. Allowing for tires, brakes and the documented R52 Xtronic CVT repair risk once the 5/60 powertrain warranty lapses gives a realistic figure near $4,700.

The R52 Pathfinder depreciates faster than the midsize-SUV average. Heavy 2018 incentives and fleet sales, plus the all-new 2022 generation, weighed further on its residuals.

Nissan's bumper-to-bumper coverage is the mainstream minimum. It matches Toyota, Honda and Ford but trails Hyundai and Kia's 5 years.

Five years/60,000 miles on the 3.5L 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, trailing ToyotaCare on the Highlander. NissanConnect Services on the SL/Platinum were limited-time trials.

$35,550 volume-trim price minus its estimated resale value after 5 years (43% retained, or about $15,287) leaves about $20,264 in depreciation. Add the projected $4,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,964 in total.

J.D. Power rates the 2018 Pathfinder's predicted reliability 3 of 5, which is Average. Against that sits the well-documented CVT judder and failure pattern across the facelifted R52, so the score lands in the lower half of the mixed-signal band, below the segment median.

Around 2018 Nissan was a lower-mid-pack brand in both J.D. Power's VDS and Consumer Reports' brand rankings. The Jatco CVT complaints across its lineup weighed on its reputation, and its later rise in CR's rankings came after this model year.

MY2018 is covered by three NHTSA campaigns. Two are ABS-actuator brake-fluid leak recalls that can cause an engine-bay fire and carry park-outside advice: the original campaign and a follow-up re-recall because the first remedy was inadequate. The third is the rear-view camera recall. Add the systemic CVT TSBs and this sits below typical: a repeated fire-risk recall, but nothing that affects the powertrain itself.

The engine is the proven 284 hp direct-injected VQ35DD 3.5L V6, introduced with the 2017 facelift. It is paired with Nissan's Jatco CVT, which has a poor long-term reputation in this generation: judder, shudder, lurching and outright failure. The 2017-on units are reported as better than the 2013–2016 ones, but the transmission still keeps the score in the known-problem band.

The 2012-era cabin design got only cup-holder revisions at the 2017 refresh. There is plenty of hard plastic, while upper-trim leather is acceptable. Reviewers placed it behind newer rivals such as the Atlas, Highlander and the 2019 Ascent.

It is a mature, mid-cycle build from Smyrna with no body, trim or fastener recalls for 2018. Owner complaints centre on the CVT rather than rattles or panel issues, which puts it at generally solid with scattered complaints.

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, so this is a dense network with average-to-good service satisfaction.

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 display was offered.

NissanConnect in the R52 is a dated interface with plenty of physical buttons, which helps. Reviewers call it behind the times, the screen washes out in sunlight, and there's no phone projection to fall back on.

The 2018 Pathfinder offered neither wired nor wireless Apple CarPlay or Android Auto on any trim. Both arrived with the 2022 R53.

Voice recognition covers audio, phone and destination entry. Native navigation is standard only on SL/Platinum, so the volume SV has no maps and no phone projection.

The base system is a 6-speaker unit with HD Radio. The 13-speaker Bose system with subwoofers is standard on Platinum and optional on SL, so it's out of reach on the volume SV.

Gauges are analog on every trim, with a 4.0-inch color Advanced Drive-Assist Display between them. No full-digital cluster was offered.

The R52 had no over-the-air software updates. Map and software updates were handled by the dealer or by USB.

NissanConnect Services powered by SiriusXM adds app-based remote functions, crash notification and a stolen-vehicle locator. It is standard only on SL/Platinum, needs a subscription, and has no digital key.

The 2018 model has USB-A ports only. The two USB-C ports arrived with the 2019 update. There's no wireless phone charger on any trim, and the 120V outlet is Platinum-only.

The S has push-button start. The volume SV adds Intelligent Key proximity entry and remote engine start, and the SL/Platinum add a motion-activated power liftgate. There's no phone-as-key.

A rearview camera and rear parking sensors are standard. The Intelligent 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 2018 Pathfinder trim.

EZ Flex LATCH AND GLIDE lets the second row tip and slide for third-row access with a child seat still installed, and Rear Door Alert is new and standard for 2018. LATCH is only on the outboard second-row seats, and the third row is tight.

It has a 5-star NHTSA overall rating and newly standard AEB. There's no 2018 IIHS award, headlights rate Marginal/Poor, blind-spot warning, rear cross-traffic alert and adaptive cruise are only optional on the volume SV, and no trim has lane-keeping.

Tri-zone climate and a sliding, reclining second row keep passengers comfortable. Device charging is USB-A only, the rear DVD system is Platinum-only, cargo behind the third row is about 16 cu ft, and the firm ride wears on passengers.

The CVT and V6 are smooth and quiet around town. The firm ride, heavy steering and lack of lane-centering keep it from being relaxing, and adaptive cruise is only optional on the SV.

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

At 198.5 in long with a 38.7-ft turning circle, it's big for tight city parking. The SV has a rear camera and rear sonar only, and the 360-degree camera is SL and up.

It tows 6,000 lbs when properly equipped, best in its class at the time, and holds up to 79.5 cu ft of cargo. It's still a unibody crossover, not a truck.

The VQ35DD V6 is a proven engine, but CVT durability under towing loads is the known weak point of this generation. The cabin trim is typical family-crossover, not hard-wearing.

It has roof rails, tie-down hooks, grocery hooks and underfloor storage. The Class III hitch is optional on SV/SL and standard on Platinum, and the 120V outlet is Platinum-only.

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

The All-Mode 4x4-i system has 2WD/Auto/Lock modes and Hill Descent Control, and it tows 6,000 lbs. With about 7.0 in of ground clearance it suits gravel and trailheads, not real trails. The Rock Creek package didn't arrive until 2019.

The 60/40 second row and 50/50 third row fold flat, the second row slides, and there are roof rails and an underfloor bin. Cargo runs 47.4 cu ft behind the second row and up to 79.5 cu ft.

Handling is composed but not agile. Body roll is well controlled on smooth roads, and grip is modest for the class.

The hydraulic-electric steering is accurate enough but numb, and reviewers say it can feel overly heavy at times.

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

The 284-hp V6 is smooth and quick enough, and D-Step logic simulates shifts under hard throttle. The CVT still dulls response and drones when pushed.

The V6 is quiet at cruise but turns coarse and droney near full throttle through the CVT.

The turning circle is mid-pack for a 198.5-in three-row.

The high seating position and simple physical controls work well. The SV has a manual tilt/telescoping wheel (power with memory on SL/Platinum), 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 ~$30,800 S comes with a 284-hp V6, tri-zone automatic climate, newly standard automatic emergency braking, Rear Door Alert and a seven-seat layout, which is competitive for the price. Blind-spot warning and adaptive cruise are reserved for the upper grades (ICC standard from SL for 2018), and the S lacks Apple CarPlay/Android Auto.

It undercuts the Highlander, Pilot and Explorer at entry and offers a strong V6 and a 6,000-lb tow rating. The dated cabin, the CVT and weak resale erode the value case against the newer 2018 Atlas and Traverse.

Four grades, each in 2WD or 4WD, plus the Midnight Edition package (moved to the SL for 2018) span roughly $31k–$45k. That is a reasonable spread, but there is only one powertrain and a seven-seat-only layout.

About 67,550 were sold in calendar 2018, down ~17% from about 81,000 in 2017. That is still a mid-pack volume, far behind the Explorer, Highlander and Pilot, and it was on a declining trajectory.

Nissan's image in 2018 was dragged by fleet-heavy, incentive-driven volume, the late-2018 Ghosn arrest and a CVT-reliability reputation, all reflected in weak Pathfinder residuals.

Nissan was at peak incentive spending in 2018, so Pathfinders commonly carried multi-thousand-dollar cash back and 0% APR offers and were very negotiable.

2018 is the sixth model year of the R52 generation (launched for 2013), one year after the 2017 facelift and new direct-injected V6. The platform was aging, and a redesign came for 2022.

Reviewers credited its V6 power, towing and ride but consistently ranked the Pathfinder in the lower half of midsize three-row comparisons for its dated interior and CVT. It won no major awards.