Nissan Pathfinder vs Audi A7

What's the difference?

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.

The Audi A7 is a really likeable car, one that is heavily focused on style but also emanates substance. The 55 TFSI model will appeal to many, but my initial impression is that the best buy in the range could well be the entry-level 45 TFSI. I can't wait to sample it sometime in 2019.

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.

If you can't find something interesting about the design of the Audi A7, there's a good chance you're visually impaired.

The original A7 Sportback was perhaps ahead of its time in the way it blended the lines of a coupe with the practicality of a big sedan, and the new second-generation version pushes the envelope even further into the future. The vision, according to chief designer Andreas Koglin, was "a clear form with sharp lines and tight shapes", including the distinguishable 'boat tail' at the rear.

This is a technologically advanced looking car - big, long, sleek and stylish. From the LED headlights (or matrix LED and laser lights - yes, frikkin' lasers that have the same 5500 Kelvin as the sun, according to Audi) and daytime running lights, to the long, lean LED tail-light assembly, there's an illuminated, enlightened air to the A7.

Plus, with the matrix lights, both ends of the car do a sort of disco sequence as part of the start up and shut down procedure for the car.

There are a few carefully balanced lines across the body of the A7 that help catch the light, which is something you can't really say about its closest direct rival, the Mercedes-Benz CLS. It still retains the 'big-metal-small-glasshouse' look of the existing model, but there are definitely more angles and interesting elements to this new-generation car.

There are two exterior types offered for Australia - the S line that you see here is the version that'll be fitted to the two higher grade models, while the entry-grade model gets a less aggressive look to its front and rear bumpers. To my eyes, the base car actually looks more luxurious, where the S line models - when not fitted with the optional black exterior styling pack that deletes the chrome trims outside - have a slightly uneasy look in the grille area. With a black edge to the single frame grille, it looks a touch more convincing.

The A7 is still large, at 4969mm long (-5mm) and riding on a longer 2926mm wheelbase (+12mm), spans 1908mm wide (2118mm including mirrors), but it's also a little bit taller, at 1422mm (+2mm). According to Audi, the interior space has been increased by 21mm in this generation, making for a more luxurious cabin than before.

Things are a little edgier in terms of design in the cockpit, too. Gone is the appealing wraparound dashboard design, with a more driver-focused treatment evident. It looks sharper, more shapely, and has improvements to the usability inside, too.

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.

According to Audi, the A7's interior is said to offer a "futuristic lounge type ambience". And if your vision of a lounge in the future includes beautiful textile finishes, quality trims, and your choice of three crisp screens to look at and interact with, it certainly lives up to that.

Unlike the existing model, which seemed to draw a bit more inspiration from the world of watercraft, the new model isn't as luxe looking, with a more tech-focused approach inside. The wraparound finish on the dash is gone, and everything is more driver-centric in its orientation - the screens are tilted just enough towards the pilot and the design of the dashboard helps anchor the person in the driver's seat as the most important in the car.

As a driver, I still struggle to come to terms with climate controls that require you to use a screen, and I think it's distracting, too. At least with the Audi screen there's the possibility to slide up or down on the temperature display to make quick changes, rather than having to tap the screen repeatedly.

The haptic feedback on the screens is something that does take a bit of getting used to, because the response time isn't as instant as some regular touchscreen systems, but the menus are all pretty logically laid out.

And of course, all the storage considerations are dealt with, including good cupholders between the seats, decent door pockets, some loose item caddies and so on. In the back there's a flip-down armrest with cupholders, bottle holders in the doors and map pockets on the seat backs. One really neat addition is illuminated seat belt buckles - clever!

Space back there is mostly good, but it's better if you're short. There's enough legroom and shoulder-room for three adults, but anyone taller than me (I'm 182cm) will likely lack some headroom due to the curvaceous roofline.

The boot is good at 535 litres - enough to deal with two golf bags, the brand claims. The shape of the boot means tall items mightn't fit, but the length and width is good, and you get tie-downs with a mesh net to keep things in order. And there's a space-saver spare wheel under the boot floor.

There are three models in the range, and considering the most natural competitors to the Audi A7 - the Mercedes-Benz CLS (from $136,900) and the BMW 6 series GT (from $123,500) - there's an argument that this car is something of a bargain. Ahem. 'Bargain' is relative, clearly.

The entry-level model is the 45 TFSI, which lists at $113,900 plus on-road costs. That's pretty close to the existing starting point for the A7, but now there's a bit more gear included as standard. It doesn't arrive until around the middle of 2019, though.

This model is comprehensively kitted out, with standard inclusions consisting of 20-inch alloy wheels, adaptive suspension, Audi's 'progressive steering' system, LED headlights with high-beam assist, an electronic tailgate with smart opening, keyless entry and push-button start, 'Valcona' leather trim and sports front seats, electric front seat adjustment and front seat heating and three-zone climate control air conditioning.

Other goodies include an LED interior ambient lighting package, head-up display, Audi's 12.3-inch 'Virtual Cockpit' digital driver information display, a 10.1-inch media screen and 8.6-inch control touchscreen, Bluetooth phone and audio streaming, USB connectivity, Apple CarPlay and Android Auto phone mirroring, and wireless smartphone charging.

Next up the model range is the 55 TFSI, which has a list price of $131,900 before on-road costs - which is the exact same price, and carries the exact same level of standard specification, as the diesel-powered 50 TDI model (also due mid-2019). This splits the difference between the existing models, but still undercuts the rivals by a good margin.

Over the entry-grade model, the 50 TDI and 55 TFSI models bring matrix LED headlights (with light animation), a different 20-inch wheel design, the S line exterior styling pack - essentially a body kit with new front and rear bumpers incorporating mesh-look diffusers and new side sills, plus S line badging.

These two models also get different interior styling, too, with S line embossed leather seats, illuminated door sill trims, a flat-bottom leather wheel with paddle shifters, dark brushed aluminium inlays, stainless steel faced pedals, black headlining, piped floor mats, electric steering column adjustment and a Bang & Olufsen 3D 705-watt sound system with 16 speakers and subwoofer.

There's a lot of safety kit included at each price point, too - see the section below for a breakdown.

Audi has tried to simplify things in terms of optional gear - apparently its customers said there was too much complexity when it came to electing bits and bobs, so the company's local arm has just one optional package... and a few other items it says are very much "buyer specific".

The 'Premium Plus' package costs $6500 for the 45 TFSI and $8000 for the other two models (and you get air suspension included in those grades). Across all grades the pack adds 21-inch alloy wheels, tinted rear glass, a panoramic glass roof, an extended upholstery package, four-zone climate control with rear touch control panel, plus a colour interior lighting package with up to 30 colours.

Other options include metallic paint (up to $2200), a four-wheel steering system ($4200) and laser headlights ($2500).

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.

All three drivetrains offered in the A7 have some form of mild hybridisation. The entry-level 45 TFSI engine is a 2.0-litre four-cylinder turbo producing 180kW of power (at 5000-6000rpm) and 370Nm of torque (1600-4500rpm). It has a 0-100km/h claim of 6.8 seconds, and employs a seven-speed dual-clutch auto with quattro all-wheel drive. It employs a 12-volt mild-hybrid system to assist with stop-start traffic and uses brake regeneration, too.

The high-spec petrol is the 55 TFSI, a 3.0-litre V6 producing 250kW (at 5000-6400rpm) and 500Nm (1370-4500rpm). The 0-100 claim is 5.3sec, and it also uses a seven-speed dual-clutch auto. It has a 48-volt mild-hybrid system that uses a larger capacity battery and a belt-driven starter generator that recuperates energy in stop start traffic and, according to Audi, can also allow the car to coast for up to 40 seconds at speeds of 55-160km/h.

The same 48-volt tech is used for the only diesel model in the range, the 50 TDI. This powertrain uses a 3.0-litre turbo-diesel engine producing 210kW (3500-4000rpm) and 620Nm (2250-3000rpm), and unlike the petrols, it has an eight-speed automatic (not a dual-clutch). The claim for acceleration is 5.7sec from 0-100km/h.

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.

The mild hybrid tech in each of the A7 models help it offer miserly fuel consumption.

The 45 TFSI model claims 7.1 litres per 100 kilometres; the 55 TFSI model just a touch more, at 7.3L/100km. And as you might expect, the 50 TDI diesel model is the most efficient, using a claimed 6.0L/100km.

We only drove the 55 TFSI on test, and the dashboard indicated display of 9.1L/100km seemed pretty respectable.

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.

A lot of the time when we go on new car launches the test drive route is planned to highlight handling dynamism, with less focus on the day-to-day drudgery most of us will actually encounter.

The launch of the Audi A7 was primarily of that design, too, but (thankfully?) there was some disgusting traffic to deal with on our in and out of Brisbane, where it was clear the A7 is superbly comfortable.

Well, that is, if you get the air suspension system. The ride was impressively cushioned, untroubled by sharp edges and road joins, and the suspension eliminated pothole effects, too. All the cars I drove on the launch were the 55 TFSI model, and all had the air suspension - the cynic in me thinks there's probably a reason for that, and I'd love to sample one without it.

This stint of stop-start driving saw the engine cut out at speeds up to 22km/h when you're decelerating, allowing us to coast to a stop without the engine burning fuel.

Once we exited the city limits and found ourselves on the roads of Mt Nebo and Mt Glorious, the chance presented itself to push the A7 in some bendy bits. With the dynamic drive mode selected, the transmission in sport mode, and about a hundred corners to contend with, the big German luxury hatch showed its skills.

The air suspension kept the circa-1815kg model relatively flat in the bends, but the front seats lacked adequate side bolster support despite being called 'sports' seats. Obviously physics were at play here.

The steering was more eager in the four-wheel steer version we sampled, and that's definitely an option for the enthusiastic owner to consider. Otherwise, the steering was accurate, if devoid of meaningful feel.

And while the engine was strong in its response and the transmission clever in its shift speed and intelligence, it became clear that this was a car that seemed more adept at open road cruising than bruising a series of hairpins. It didn't disappoint in terms of dynamics - it just felt its size.

Eventually when we reached an open road, the effortlessness of the A7 came to the fore. Comfort mode engaged, it paced along beautifully, the adaptive cruise taking its surroundings in nicely. There is a touch of wind noise and the suspension can be loud when you encounter pockmarked sections, but it doesn't feel flustered at speed.

One of the nice elements of the A7's smarts is that it will pulse the accelerator pedal to warn you that you could be saving fuel - say you're approaching an 80km/h zone, and you're driving at 100km/h, the throttle will throb to let you know you could ease off. Neat.

At the end of our day of driving, I was left with the impression that the Audi A7 is more than capable as a luxury saloon, one that was relaxing to drive - even when we encountered a five km traffic jam on the way back into Brisbane. It feels well engineered, without excessive gimmickry and with enough genuine quality to leave you feeling pampered.

The Audi A7 doesn't have a five-star safety rating from either ANCAP or Euro NCAP. It's hard to see it not getting that rating, if it were to be tested, because every trim grade has an array of high-tech safety equipment.

The A7 is fitted with a surround-view camera system (360 degree camera) and there are front, side and rear parking sensors, as well as Audi's version of auto emergency braking (AEB) which it calls 'pre sense' - and it operates up to 250km/h.

There's also a reverse AEB system, lane keeping assistance, blind spot monitoring, cross traffic alert (front and rear), and there's adaptive cruise control with traffic jam assist (allowing semi-autonomous driving up to 60km/h), a system that'll stop the car if it doesn't think you can make a gap in the traffic (Intersection Assist) and a system that prevents you from opening your door into the path of cyclists, pedestrians or oncoming traffic.

There are dual ISOFIX child seat restraints in the back, as well as three top-tether attachments. The A7 has dual front airbags, side airbags front and rear, and curtain airbags (Audi claims a total of 10, but by most other makers' counts, that'd be eight).

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.

As with all Audi models, there's a three-year/unlimited kilometre warranty offered. Mainstream brands seem to be pushing to five years' warranty, while the premium makers lag behind.

The company also offers a three-year pre-purchase capped price service plan called the 'Audi Genuine Care Service Plan', which you can bundle into your finance package. Exact pricing isn't known yet, but you can expect it to average out at about $650 for every 12 month/15,000km service (based on the previous generation model).