Nissan Pathfinder vs Audi Q8

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 updated Audi Q8 60 TFSIe quattro S line still looks good inside and out. It fits a family comfortably without feeling too big and there’s enough here to satisfy those who like the luxury features. 

It's price tag will hurt it but the improved power outputs and driving range is a big plus and makes the plug-in hybrid powertrain make more sense.

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.

When it comes to style, the Q8 60 TFSIe quattro S line has it in spades. Featuring a design that looks athletic with its long lines and wide stance, you'll always be proud to hop into it.

Red calipers now come standard and they look awesome on the optioned 22-inch alloys. The update sees a redesigned front with new grille and reshaped matrix LED headlights and a 2D badge design.

While SUV coupes aren’t usually my jam, the Q8 manages to tick the 'sexy' box.

The interior is honestly the same and only die-hard fans will notice the new menu screens on the multimedia system. The cabin is a fine example of what a luxury SUV should look like because its polished, well-built and sumptuous but it has the classic Audi edge, so there is still a sporty vibe going on.

The panoramic sunroof adds some airiness to the otherwise dark cabin and the Valcona leather upholstery is liberally splashed about, so most of what you touch feels premium and soft.

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 cabin offers plenty of space for passengers and you never feel like you're jostling for elbow room unless there's three adults across the rear seat. Comfort is high with ergonomic seating up front with plenty of adjustment and functions. The rear seat has long bases and the seat backs can recline.

Individual storage leaves a little to be desired for the class and the glove box shoulders most of the burden up front as the middle console is really just a shallow shelf large enough for a wireless charging pad and keys or a chapstick.

Each row gets a couple of cupholders and drink holders, and the rear map pockets round out back-seat storage.

Because of the PHEV powertrain, the 60 TFSIe quattro S line has the smallest boot capacity in the line-up at 505L but this is still more than enough for a decent road trip or grocery haul.

The wide boot aperture, level loading area and powered tailgate add some convenience, as does the 40/20/40 split fold on the rear seats.

Access for each row is solid with wide door openings, low seat positions and 205mm ground clearance. Although, the doors have to been slammed shut for them to close properly and this annoyed everyone in the family. You can spring for a soft-close door feature for $1500 and, honestly, it would be worth it.

The 10.1-inch touchscreen multimedia system is logically laid out and the graphics look great. It has haptic feedback which my husband didn’t love as it made it hard to select things on a bumpy road. You also get built-in sat nav, wireless Apple CarPlay and Android Auto. Other than the occasional lag with the CarPlay connecting upon start up, it's all simple enough to use.

Charging options are good with two USB-C ports in each row and the front also gets a wireless charging pad. The big 12.3-inch digital instrument cluster looks great but it can be annoying to find information on it or personalise it.

There are three Q8 grades before you hop into the flagship SQ8 performance model, and the variant on test for this review sits second from the top.

The mid-life refresh sees pricing increased across the entire range and adds over $1700 to the (already steep) $154,284 MSRP price tag.

Compared to its plug-in hybrid rivals, the BMW X5 xDrive50e and Volvo XC90 Recharge Ultra T8, the 60 TFSIe quattro S line slides in as the most expensive.

Our test vehicle has also been fitted with a few extra items like 22-inch alloys, metallic paint and a luxury seat package, which adds ventilation function to the front seats and heated rear outboard seats. It does tack on $9900 to the overall price tag, though.

The 10.1-inch multimedia system remains and while it sits on the smaller end compared to some of its rivals now, it does get an updated layout and apps for 2025.

Other standard equipment includes a panoramic sunroof, matrix LED headlights, heated side mirrors with memory, keyless entry and start, a powered tailgate, heated front seats, electric lumbar support, three-zone climate control, electrically adjustable steering wheel, electric auto cargo cover, and a tyre repair kit.

The technology is the standout with a 17-speaker Bang & Olufsen sound system, wireless Apple CarPlay and Android Auto, digital radio, as well as built-in satellite navigation, a 12.3-inch digital instrument cluster and colour head-up display.

You also get an Audi Connect plus app which allows remote access for security and assistance services including car finder with remote signal, remote lock and unlock, emergency call, and online roadside assistance.

Does the PHEV Q8 offer good value? Value is relative, the features list is fairly robust but it’s hard to ignore that this PHEV sits $10K above its internal combustion siblings.

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.

The Q8 60 TFSI e is AWD and has a 3.0-litre V6 turbo-petrol plug-in hybrid powertrain for a combined power output of 360kW and 700Nm of torque.

The power output has increased by 20kW with the mid-life refresh and that shaves 0.4 seconds off the 0-100km/h sprint time bringing it down to just 5.0 seconds. So it’s a quick and powerful SUV.

The powertrain is paired with an eight-speed automatic transmission which is mostly smooth and the switch between petrol and electric is fairly seamless.

As far as plug-in hybrids go, everything seems to work well here.

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 mid-life update sees a larger 25.9kWh lithium-ion battery which improves the electric driving range by 27km, bringing it up to 74km overall. This still falls short of its direct rivals but it’s an improvement for efficiency because it’s now more than enough range if you’re just doing the school runs and some errands around town.

The Q8 60 TFSIe has a Type 2 charging port and like most plug-in hybrids, lacks a CCS enhancement, so you have to make do with AC charging options with this one. On a 7.4kW AC charging system you can go from 0-100 per cent in three hours and 45 minutes but if you’re using just a standard house plug port, it will take a few hours more. It's best to leave it overnight.

Audi throws in three charging cables, including a 240-volt domestic charger but you have to pay extra for a wall-mounted box.

The official combined fuel cycle is a low 1.8L/100km and like all plug-ins the best efficiency will be achieved if you charge it often. After charging almost every day and doing a mix of open road and urban driving, my real-world usage has popped out at 7.7L/100km, which isn’t as good as I was hoping but it’s not terrible. I would expect the efficiency to drop on longer trips.

The Q8 likes to drink the good stuff and Audi recommends a minimum 95 RON unleaded petrol to be used for this grade.

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 Q8's athletic looks are matched by its on-road handling. The power has a hefty kick that’s effortlessly delivered once you’re up to speed. It did have a few confused moments when I had to accelerate quickly from a full stop - the lower gears didn’t immediately engage and I got a proper bunny hop but it was short lived and for the most part the powertrain delivers the goods.

The adaptive air suspension makes for a comfortable ride despite the massive wheels and you can comfortably cruise around town or the highway without much jostling.

Cabin noise is minimal around town but you get a low hum of road noise at higher speeds. Overall, it's still a refined cabin space to spend a lot of time in.

I do miss hearing some of the engine thrums though because even when the battery is depleted, you don’t get a lot of engine feedback. It certainly adds to the refinement but it loses some of the fun.

The higher driving position feels comfortable and visibility is quite good. Steering is responsive and feels sporty with lane changes but its 13.3m turning circle lets it down in car parks.

The 360-degree view camera system is clear and this has multiple parking sensors. In theory parking should be easy but again, until you get used to that bigger turning circle it can feel clumsy in smaller spaces.

The PHEV Q8 variant is unrated with ANCAP as it’s not covered by it’s siblings' five-star rating from 2019, but it does have a lot of standard safety features like eight airbags, including side chest airbags for the front and rear passengers. Surprisingly, it misses out on a front centre airbag though. 

A standout feature is the safe exit assist which will delay your door from opening if it detects a car or cyclist. Always a handy thing when you have a kid like mine who can carelessly throw open their door.

There is also a ‘pre-sense’ feature where the car detects that you’re approaching traffic at lights or a roundabout and it will automatically start slowing down for you, which I quite liked.

Other standard features include adaptive cruise control with stop and go, lane keeping aid, lane departure warning, blind-spot monitoring, forward collision warning, rear cross-traffic alert, driver attention monitoring (sound and visual alerts), 360-degree view camera system, front and rear parking sensors, tyre pressure loss indicator, intelligent seatbelt reminders, first aid kit, hi-vis vests and a collapsible warning triangle.

The autonomous emergency braking (AEB) has car, cyclist and pedestrian detection and is operational up to 85km/h (up to 250km/h for cars).

There are two ISOFIX child seat mounts and three top tether anchor points. The rear seat is wide enough to accommodate three child seats side by side.

The safety systems feel well-calibrated and are not intrusive for daily driving. In a world when cars seem to chime an alert for everything, this is a welcomed plus.

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.

Audi offers the Q8 60 TFSIe with a five-year/unlimited kilometre warranty and the battery is covered by an eight-year/160,000km warranty which are all pretty standard terms compared to its rivals.

There is a standard five-year servicing package that costs $3570 and servicing intervals are spaced at every 12 months or 15,000km, whichever occurs first. However, if you purchase the Audi Advantage Package you add a further two years of coverage to the warranty, roadside assistance and servicing, which is pretty good for the class.