Kia K4 vs Nissan Pathfinder

What's the difference?

The new Kia K4 GT-Line has a lot to offer - an interesting design, lots of features and a pleasant driving experience. It’s not without its quirks and there are times when a more powerful engine may have improved it for me as a long-term prospect as I do some big kays every year but it ticks the boxes as a friendly urban dweller.

There’s a lot to like about the Nissan Pathfinder. The current model not only looks a lot better than its predecessor but in ST-L trim — and with an even cheaper front-wheel drive model — it offers the kind of value Australian families are chasing. 

For all its practicalities, towing capacity and refined driving experience, the Pathfinder’s fatal flaw is its limited engine choice. A thirsty petrol V6 with no engine start-stop tech stunts its appeal for those who live in suburban areas where a Kluger hybrid just works better.

The ST-L is a worthy consideration for your next purchase if you’re less bothered about fuel use, and it's the pick of the line-up, offering just about every creature comfort and safety feature you'd want in a good-value package.

Have to admit I wasn’t convinced on the design of this new sedan at first as it can look a little out of sorts from certain angles. But the more time I spend with it, the more I appreciate its sharp lines and sporty rear shaping.

The small sedan market doesn't have a lot of options now because SUVs are so popular but it's nice to see a design that stands out and the fang-like LED light design at the front and rear, as well as the 18-inch alloy wheels make the K4 look very cool.

The rear doors look sleek because the handle has been hidden in the C-pillar and the K4 is particularly striking in our test model's 'Wave Blue' ($600 RRP) paint colour.

Head inside and you'll find a cabin that looks slick with a two-tone synthetic leather upholstery that feels supple underhand and a plethora of soft touchpoints under all the bits that touch.

The black headliner creates a posh space but the sunroof helps the cabin to feel airy when you need it to.

The dashboard isn't too wide, preferring a sharply linear shape and is headlined by a massive display panel that houses dual 12.3-inch screens and a 5.0-inch climate panel.

There is still a strong presence of plastics inside but you don’t tend to focus on them.

Unlike some other new cars hitting our market, the K4 hasn’t done away with its buttons and dials - and there’s enough to satisfy those who don’t like to rely on a screen for everything. The extra traditional element of the physical gear selector adds to its charm as well. 

The Pathfinder has a lot going for it in the looks department. Lead designer Ken Lee leaned into the nameplate’s past, incorporating the three horizontal strips between the broad bonnet and 'V-Motion' grille which is encircled in chrome. 

There’s real presence to this SUV (partially down to the Pathfinder's sheer size) with chunky wheel arches and plenty of vertical surfaces. The most eye catching colour is 'Scarlet Ember' red ($750) but the pearlescent 'Deep Ocean Blue' seen here is a classy look. 

Every manufacturer is doing the spaced out nameplates on the boot lid now, but the Pathfinder was an early adopter and it is particularly well executed on this car. There's also the massive (in proportion to the vehicle) Nissan badges. 

Inside, the Pathfinder focuses more on practicality and usability than wow-factor. There are no tacky design flourishes and the three-row SUV manages to stay on the right side of Americana, a trick the Toyota Kluger could learn.

The K4 feels big for the class, especially compared to its nearest rivals and that translates to a cabin that feels adult-friendly in both rows. An impressive feat for a small sedan.

Access is the only time you will have moments of 'I should have opted for an SUV'. That's because you will get in your daily squats sliding in and out of the K4 due to its 140mm ground clearance.

The rear doors also feature a wide wing that juts out from the door handle and it catches your hip almost every time you go to close the door.

The wide front seats offer lots of comfort with thick padding and long under-thigh-support. The driver's side is powered with adjustable lumbar support but the passenger seat only offers manual adjustments, which is surprising for a top-grade model. However, both front seats enjoy heat and ventilation functions.

The back bench seat offers similar comfort to the front with seat padding and length but it's not terribly wide and two adults (or child car seats) will fit best.

Amenities and storage is decent for the class with each row enjoying four drink holders and two USB-C ports. Front rowers also get a wireless charging pad and 12-volt socket.

In the front there is a large glove box that fits more than just an owner's manual, a mid-size middle console and a centre console that features retractable cupholders to open up the space if you need to. A dedicated phone cradle with small spaces on each side rounds up individual storage for the front.

In the rear there are two map pockets, a small item cubby next to the USB-C ports and a pair of directional air vents, reading lights and a fold-down armrest.

The boot space is massive for the class at 508L (that's nearing mid-size SUV territory) but the aperture is narrow and I couldn't fit my big booster seat through the opening.

The boot is quite deep as well and you may find yourself climbing into it to retrieve items that roll into the back.

The rear bench seat has a 60/40 split which can help with storage and there is a temporary spare tyre underneath the floor.

While you don't get a powered tailgate in this model, the lid isn't heavy to operate and has a proximity opening function that keeps it practical when you have your hands full.

This just means when you approach and stay near the boot with the key fob on your person the boot lid will pop open for you.

The 12.3-inch touchscreen multimedia system looks great with crisp graphics and a responsive touchscreen. The menus are in an easy-to-understand layout which you'll get accustomed to in no time. The 5.0-inch climate display sits to the right of this system and it's nice to have it on display all the time.

The 12.3-inch digital instrument cluster isn't all that customisable but it's easy to read with large text and a small menu screen that shows nav directions, trip info or a compass.

The built-in satellite navigation system is easy to get going and to cancel a route guidance, it's a one button affair which is great for when you're on the go.

The system features wired and wireless Apple CarPlay and Android Auto. The CarPlay is simple to connect to and retained a steady connection this week with feedback from my callers that my voice was clear on calls.

The Pathfinder is a thoughtfully packaged and practical vehicle, trading on more than just size with plenty of clever storage solutions. 

In the front there are generous door bins, twin cupholders and a deep central cubby. But there’s more, with a thin rubberised storage shelf above the glove box perfect for phones or sunglasses and a pass-through space below the centre console for larger items. 

A storage space for a smartphone is found in close proximity to USB-A, a USC-C and 12-volt sockets. All of thus is beneath a physical switch panel for the dual-zone climate control. 

The 9.0-inch multimedia touchscreen is the only letdown, feeling quite small in the Pathfinder's vast cabin. It is still responsive and features wireless Apple CarPlay and Android Auto, though. The Pathfinder’s sound system is passable after tweaking the bass and treble balance. 

The analogue speedometer and tachometer sits either side of a 7.0-inch media screen that gives driving information along with settings for safety systems. There are switches on the steering wheel to control major functions, including cruise control, media and the screen operation. 

Among its competitive set, the US-built Pathfinder’s build quality is excellent. There are cleverly positioned soft-touch plastics and we didn’t notice any rattles over our week of testing, unlike Palisades and Klugers. The steering wheel, especially, is appointed in a high quality, smooth-grained leather.

While the ST-L may only get cloth upholstery, which is admittedly harder to clean than leather, the high-quality material is more temperature stable than the imitation cow hide often seen at this price. It’s also combined with heated front seats. 

Adding to the comfort factor is power adjustment for the driver’s seat including in/out and up/down lumbar control. The passenger seat is manually adjustable but with a lever for height and the driving position is pleasingly low-set. 

The low front seats open up a world of excellence for the second row’s stadium seating which gives passengers a fantastic view out. Not only is this just nice, it also helps kill travel sickness for kids (and grown-ups). 

The second row is on front/back sliding rails with fine backrest adjustment to dial in a comfortable position. There’s ample room even for adults over 185cm with plenty of head, leg and toe-room. 

Amenities include a third climate zone, USB-A and USB-C charge points, a total of six beverage holders and a fold-out armrest.

The Nissan Pathfinder has ISOFIX tabs in the two outboard rear seat positions. The anchors are not hidden behind a cover so there is nothing to lose and the three top tether points are big and meaty for easy access. 

Nissan deserves praise for its wide opening doors, the Pathfinder’s go almost perpendicular to the body with a large square aperture making loading dogs, children or shopping extremely easy.

But there’s one crucial flaw — the back windows don’t go all the way down leaving around a third of the glass sticking up. 

The Pathfinder’s three-wide third row is vast in the third row, with enough space for adults in a pinch — at least two across the three-wide bench — and up to four beverages.

The power-actuated second row gets out of the way quickly (perhaps a little too fast!) and slides back into place easily. The rear bench is split 60/40 with the long portion on the Australian kerbside.

There are no ISOFIX or top tether points in the third row of the Pathfinder ST-L which does hurt its practicality. The Ti-L features ISOFIX and top tether for one third row seat.

Aside from that, the Pathfinder is about as good as an SUV gets for practicality, though a Kia Carnival people mover has the edge for outright human carrying ability. 

Behind the shapely power tailgate, the Pathfinder offers either 205L, 554L or 782L of cargo space depending on how many seats are in use. And while the smallest figure sounds compact, the space is tall and square making it quite practical. Four school bags would fit easily or five at a pinch. 

With the third row stored elegantly in the floor, the space is generous although interrupted by the roof-mounted middle third-row seat belt which is a faff to unbuckle.

Amenities include two shopping bag hooks, a 12-volt socket, four tie-down points and a spacious wet storage area below the boot floor.

The spare tyre is hung beneath the Pathfinder however it is a temporary space saver, rather than a full-size item. 

Despite no diesel powerplant, the Pathfinder’s towing capacity is best in class, beating both Palisade and Kluger with its 2700kg braked limit (750kg unbraked).

Though still shy of the ladder frame Ford Everest and Isuzu MU-X (3500kg), the monocoque Pathfinder’s high limit is impressive.

The ST-L is not lacking for features, with 18-inch alloy wheels, a 360-degree camera view system, tri-zone climate control, a head-up display, built-in navigation, wireless Apple CarPlay and Android Auto, front and rear parking sensors, cloth upholstery and heated seats. 

The front-wheel drive ST-L starts at an impressive $59,670, undercutting the Hyundai Palisade Elite ($66,800) and more spartan Toyota Kluger GX hybrid ($60,920). The all-wheel drive ST-L seen here costs $64,170, with all prices before on-road costs.

As for other Pathfinder trims, the Ti adds a more powerful stereo, leather-accented upholstery and different wheel designs for $67,990 (in front-wheel drive) and the full-fat Ti brings a digital driver’s display, 20-inch alloy wheels and second row captain’s chairs — dropping seat capacity to seven — for $82,490, all before on-road costs.

The flagship grade is front-wheel drive and has a 1.6-litre four-cylinder, turbo-petrol engine that produces up to 142kW of power and 265Nm of torque giving this a more powerful presence than its non-turbo siblings (which only produce up to 112kW/192Nm).

However, while the power is adequate for the GT-Line there are times when the engine sounds like it's working a bit too hard.

The eight-speed torque-converter automatic transmission can also become flustered as it moves through the lower gears, especially when you’re accelerating quickly.

On the whole, the power delivery and outputs are more than enough for a city environment and the odd road trip.

The Nissan Pathfinder is only available with a petrol engine. It is an all-aluminium dual overhead cam direct and multi-point injection 3.5-litre V6. It's part of Nissan’s ‘VQ’ engine family that has been around since 1994. 

The V6 develops 202kW at 6400rpm and 340Nm at 4800rpm which are respectable outputs. The torque builds steadily from around 3000rpm and starts to really move the Pathfinder above 4000rpm. 

The lusty engine note is a nice touch in a world dominated by down-sized turbo-petrols and hybrids. There’s something refreshing about the natural response of a large capacity naturally aspirated engine, too, interfacing slickly with the nine-speed automatic transmission.

With an official combined (urban/extra-urban) cycle fuel usage figure of 6.7L/100km and a fuel tank size of 47L, this model has a theoretical driving range of 701km. That does sit around 80 kays less than some of its rivals but it’s still sufficient for those wanting to do the odd road trip!

My on-test fuel usage has popped out at 9.2L/100km, which is based on figures achieved at the pump (32.05L) and my km travelled (348km).

I’ve done mostly urban trips this week with one longer open-road drive and overall I’m not too surprised by that figure because I’ve been pushing it hard but it could be better.

The K4 is a simple gal because Kia recommends a minimum 91 RON unleaded petrol to be used for all models.

For all the benefits of that large capacity V6 it has a fatal flaw and that is fuel efficiency — particularly around the suburbs. 

The Pathfinder’s rated fuel consumption is 10.5L/100km in the ADR combined (urban/extra urban) cycle with 245g/km CO2 outputs, however it is much thirstier around town. 

After 100km of suburban driving in Sydney, the Pathfinder’s trip computer read 15.3L/100km. It lacks an engine start-stop system to save precious millilitres when sitting at traffic lights. 

Other large V6 vehicles will be similar, or probably slightly higher in the case of the multi-point injected Palisade, but the gold standard in this segment is the Toyota Kluger hybrid which easily returns figures of 6.0L/100km or less in pretty much all driving. 

A longer 200km loop taking in motorways and country roads saw the Pathfinder consume fuel at 11.4L/100km which is an improvement but still very high.

Our observed fuel consumption gives the Pathfinder, with its 71L tank, a theoretical driving range of 602km. It will happily take standard 91 RON unleaded at the pump.

As mentioned earlier, the power is adequate to move this car around on the open-road but you have to be a little aggressive on hills to keep your speed consistent.

It’s not always quick off the mark, though, and you’ll notice that when you have to cross traffic or enter a roundabout - so allow for extra car lengths. Once you get going, it’s responsive in the city.

The steering is sports-stiff and so is the suspension. This makes the handling feel nimble in turns and sure-footed when doing quick lane changes but you hear and feel every bump in the road. 

On-road comfort is okay around the city but the road noise is very loud inside the cabin and is particularly noticeable at higher speeds. You’ll have to raise your voice to chat to passengers in the back when you're on the highway.

The K4 has a small turning circle of just 10.7m and you can easily do a U-turn in spaces that others might have to do a three-pointer. This made the K4 feel friendly in small car parks and on ramps.

The direct steering makes it easy-enough to park, as does the reversing camera and front/rear parking sensors but I’m pretty disappointed that at the top grade-level, you miss out on a 360-degree camera system (tsk, tsk, Kia).

The Nissan Pathfinder is a remarkably pleasant drive. It is smooth and quiet on the motorway, comfortable around town and talented on testing Australian country roads. 

Nissan has managed to nail the fundamentals including a well-weighted electronic power steering system, good ride comfort at high and low speeds and impressive body control for a high-set 2052kg vehicle that rides on passive dampers. 

The 18-inch alloys are wrapped in 255/60 Kumho Crugen HP71 tyres which are notably cushier than the Ti-L’s bigger 20-inch alloy wheels shod with 255/50 rubber. 

Being a car-based SUV, the Nissan Pathfinder is more comfortable and a sportier drive than more off-road focused vehicles such as the Ford Everest and Mitsubishi Pajero Sport. It is not as dynamic as smaller seven seaters such as the Kia Sorento but is still secure and stable. 

There are seven drive modes in total, with three ('Sand', 'Mud' and 'Snow') dedicated to off-roading, a further trio ('Auto', 'Eco', 'Sport') for the tarmac and a dedicated 'Tow' mode. 

Along with adjusting steering weight and shift logic, the all-wheel drive Pathfinder adjusts the torque split settings. It can be a little slow to shift torque to the front wheels leading to chirping on fast getaways but it is mostly solid and a worthy $4500 investment over the new front-wheel drive only model. 

Visibility is not great with a high belt line and low-set driving position. With the third row's large headrests up it's hard to see out the rear window, too, so it can be difficult to judge kerbs and walls while parking. A standard 360-degree camera system helps in low-speed manoeuvring.

The Nissan Pathfinder received a maximum five-star ANCAP safety rating in 2022. 

It has a total of nine airbags including dual front, a front centre, side chest for first and second rows and curtain airbags covering all three rows, unlike some smaller rivals.

Active driver assistance systems include autonomous emergency braking (AEB) that can detect cars, pedestrians, cyclists and motorcycles.

The AEB system functions front and rear and includes junction cross-traffic detection. Lane-keep assist, blind-spot monitoring and speed sign detection are also standard. Stability control and ABS systems intervene early and smoothly.

Going further than just having the systems, the Pathfinder’s integration is very good. The adaptive cruise control is smooth, the lane-trace assist is mostly good. They can all be easily disabled if you like, too.

The K4 GT-Line is offered with Kia’s seven-year/unlimited-kilometre warranty. That’s a pretty good term for the class and there is a seven-year capped price servicing program for a flat $3877 (averaging $554 per service), which is slightly more expensive than others in the class.

Servicing intervals could get annoying if you do big kays every year as they're spaced at every 12 months or 10,000km, whichever occurs first.

Nissan recommends the Pathfinder is serviced every 12 months or 15,000km, whichever comes first.

You can pay-as-you-go ($2592) or up front ($2333) which saves $259 over five years ($518.40/$466.60 average per workshop visit).

Those service price options are closely aligned with the Hyundai Palisade ($2345) but Toyota’s $1325 Kluger offer remains unbeaten. 

A five-year, unlimited kilometre warranty covers all Nissan vehicles in Australia. It is now the standard with other marques, including Kia, MG and Mitsubishi pushing boundaries with longer seven and 10-year offers.