Nissan Pathfinder VS BMW X1
- Tough looks the N-Trek brings
- Spacious interior
- Big boot
- Interior starting to date
- No Apple CarPlay or Android Auto
- Thirsty engine
- Potent engine
- Nice handling
- Massive interior
- Ride way too firm
- Missing essential active safety
- Some awkward trim bits
Do you like Nissan's Pathfinder yet find it lacking a certain something? Masculinity perhaps, musculature, or just a sense of menace, rather than middle-of-the-road nice-ness? If you've always hankered after a seven-seat family hauler with a mean streak, or at least a mean look, then you’re going to love the Pathfinder N-Trek special edition.
So, what makes this Pathfinder an N-Trek and how much does it cost to look this tough?
We tested the new Pathfinder N-Trek to find out.
|Fuel Type||Premium Unleaded Petrol|
I like it when a car subverts expectations.
It sounds like BMW is just playing a dangerous game of badge-swappery. Yet, after a week behind the wheel, I had to admit there’s more to the X1 than the numbers and specs might suggest. It admittedly won me over.
How, exactly, did this little SUV manage to charm this doubting critic? Read on to find out.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Pathfinder is a comfortable, practical seven-seat SUV and the N-Trek special edition adds a tough and stylish look. Research has shown that special editions generally don’t fetch more money when it comes time to sell, so keep this in mind and enjoy the unique look of the N-Trek rather than thinking you’ve bought a collector’s car.
BMW’s X1 won me over mainly because of its raucous engine, signature handling, and suspension characteristics.
It is perhaps a little harsh for some family drivers though, and still has some notable spec omissions this far into its lifecycle. So, keep these factors in mind when considering it against its premium competition, particularly given there are some serious rivals arriving in the coming months.
The N-Trek pack adds a menacing look to the Pathfinder, making it look more mafia family than just family. As mentioned above, the N-Trek edition adds the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in black. I’m a fan of the sinister look the accessories bring and it suits the Gun Metallic grey paint my test car wore (see the photos I took) perfectly. The Pathfinder N-Trek special edition comes in four colours, so along with the grey there’s Ivory Pearl, Diamond Black and Caspian Blue.
What do you think of those wheels? They’re unique to the Pathfinder N-Trek, too, but I’m not the biggest fan of the design.
The cabin doesn’t get anything in the way of N-Trek equipment – it’s the same cabin as you’ll find in the ST+ and ST-L, which is beginning to age in terms of its design and equipment, with the small screen being the most obvious example. Still, it’s a comfortable and premium-feeling cabin, especially in the ST-L with its leather seats.
Measuring 5042mm end to end, 1963mm wide and 1793mm tall, the Pathfinder isn't petite.
From the outside, the X1 totally owns the BMW design language. It somehow comes together so well over the frame of a small SUV, from the traditional BMW double kidney grille, to the chiseled LED headlights, squared-off profile, and cleanly resolved rear.
It’s miles better than its first-generation X1 predecessor, at least from the outside.
I found the inside to be a mixed bag. I liked the seats, steering wheel and multimedia system, but it just doesn’t feel cohesive.
It’s like a bunch of parts have been plucked off the shelf and shoved together. It has a strangely compact dash cluster from the outgoing 2 Series, but at the same time, the brand’s latest touchscreen, as well as a collection of old-looking controls on a cascading dash which for some reason eats an uncomfortable amount of the front occupant’s space.
It’s been made to work together, but still feels a little chaotic. Like parts and buttons have just been plastered all over. This extends down to the centre console, where BMW gives you the option of controlling the media suite through a dial and buttons.
All the fittings are undeniably quality though, with everything from leather-clad surfaces to switchgear all having a solid, satisfying feeling. The feeling of this car being more expensive for a reason. There’s also an abundance of padded surfaces, and comfortable seats in every position.
The Pathfinder is a seven-seater SUV and practicality is its main strength.
Space up front is excellent, with good head, shoulder and elbow room, even for somebody with my two-metre wingspan and 191cm height. I can sit behind my driving position and behind that in the third row without my knees touching any of the seat backs.
Directional air vents in all three rows, plus large windows make life more comfortable for everybody. So does the raised second row, which offers a view over the top of the driver and co-pilot.
The floor does seem overly elevated in the Pathfinder, which places the knees of second and third-row passengers higher. For a model comparison see the Pathfinder ST+ vs Holden Acadia LT video.
Boot space with the third-row seats up is 453 litres, opening up to 1354 litres with them folded flat and the second row in place. You’ll find extra storage space under the boot floor.
Cabin storage is excellent with 10 cupholders (yes, 10) on board (two up front, four in the second row and another four in the back row); large door pockets, a tray in front of the shifter and a deep centre-console storage bin.
For charging and media there are three 12-volt and two USB outlets up front and two USB charging points and a media USB port in the second row.
Room for improvement? Well, the Pathfinder could do with wireless charging and it’s also lacking USB ports in the third row.
The X1’s hidden trick is in how big its interior space is.
It’s voluminous – or as Richard Berry pointed out in his 2018 review of the pre-facelifted X1 – it has more head and legroom than an X3 and almost as much luggage space.
Impressive, right? Especially for something which is quite a bit smaller when it comes to its exterior dimensions.
A lot of that is down to the X1 sharing its platform with space-efficient and predominantly front-wheel drive Minis. But there’s more, too!
The back seats are foldable and on rails, letting you choose luggage over passengers if need be. While this is pretty impressive, the X1’s 505-litre boot space is under threat.
Audi’s new generation Q3 offers 530 litres, while the incoming Mercedes-Benz GLB will offer 570-litres in five-seat form. If it’s boot space (or seven seats…) you’re chasing, it is worth factoring in to your premium small SUV decision making process.
The back seat, as already mentioned, has plenty of leg and headroom, plus dual USB ports and directional air vents on the back of the centre console.
Front seat occupants are pretty well treated, with some cool turbine-design cupholders in the centre, smallish trenches in the doors, as well as a large bin under the armrest. There are a selection of USB ports to choose from as well as a wireless phone charging bay.
Seat comfort is good all-round, although it took me a long time to adjust to the odd upright seating position which seems to be the only ‘right’ way to have everything adjusted, at least for my preferences.
Price and features
Available on the ST + and ST-L grades, the N-Trek editions come with a $1500 price increase over the grades they’re based on.
The front-wheel-drive Pathfinder ST+ N-Trek lists for $46,840, while the front-wheel-drive ST-L N-Trek is $57,140. As for the four-wheel-drive versions: the ST+ N-Trek is $50,340 and the ST-L N-Trek is $60,640.
The N-Trek edition brings a body kit with black elements for a stealthy look. There’s the black grille, black roof rails, black door handles, black mirror caps, plus front and rear lower bumper trim in… you guessed it – black.
Standard features on the ST+ N-Trek include an eight-inch touchscreen, sat nav, a reversing camera with all-round-view monitor, a six-speaker stereo, DVD player, privacy glass, rear parking sensors and three-zone climate control.
Stepping up to the ST-L N-Trek adds a 13-speaker Bose stereo, LED headlights, sunroof, leather seats, front fog lights, heated side mirrors and power adjustable driver and front passenger seats.
Is the special edition worth the extra $1500 over the regular model? That depends how you look at the extra costs – some would see it as just different coloured paint but others would see it as paying for uniqueness, and there won’t be many Pathfinders that look like yours. Yes, you could have similar enhancements done yourself, but it’ll cost you more, if done properly. Nissan has done it for you with genuine accessories.
A better question to ask is: does the Pathfinder’s price in general represents good value? Well the current Pathfinder is getting old now and it’s not loaded with the latest equipment, such as Apple CarPlay and Android Auto, such as you’ll find in the Holden Acadia or Mazda CX-9. In those terms it’s not great value any more, but Nissan will fix this when the new-generation Pathfinder arrives next year.
Our X1 is the top-spec xDrive25i trim. That means it’s all-wheel drive, and gets the most potent four-cylinder engine available in the X1 range. Ours was also the M Sport version (with all the extra M bits) boosting the price to a total of $66,150, before on-roads.
Expensive? Maybe. The tricky thing here is we don’t know how much this car’s primary German rivals will cost when they arrive this year. I’m talking about the higher-spec Audi Q3 (currently you can only buy the entry-level version of the new one), and the Mercedes-Benz GLB isn’t set to arrive for a few months yet.
Of course, there are a plethora of non-premium options for much less, but I’m guessing if you’ve made it this far in the review, they will be of little interest.
Standard spec has some impressive items, including 19-inch alloy wheels, an impressive-looking 10.25-inch multimedia touchscreen with sat-nav as well as Apple CarPlay as standard (but still no Android Auto…), a head-up display, LED head and tail-lights, push-start and keyless entry, an ambient interior lighting package, and leather upholstery.
The M Sport pack added (to our car) an adaptive suspension package, the M Sport steering wheel and power steering characteristics, M-branded seat belt trim and M Sport brakes.
There’s a semi-digital dashboard, too, but not the super swish digital dash suite from the more recently released cars in BMW’s range. Keep in mind, this second-generation X1 is now almost five years old, despite a minor refresh in 2019.
It’s not a bad feature set, aside from the rather upsetting omission of Android phone mirroring, which is a real necessity in today’s SUVs. While the sat nav suite is a handy thing to have, you only get three years of updates included, and it lacks the really intuitive features now built in for free with Google maps for Android users.
The M Sport pack’s three-spoke steering wheel is the best one in BMW’s parts catalogue. It’s the perfect size, weight, and material. Bonus points for that.
Engine & trans
The N-Trek special edition comes with the same 3.5-litre V6 petrol engine found in the regular Pathfinder, with the same 202kW and 340Nm outputs. The continuously variable transmission (CVT) is smooth, although it produces lacklustre acceleration, accompanied by a droning sound that you might find annoying.
No complaints here. With 170kW/350Nm on tap from a four-cylinder turbo-petrol, you can’t make the argument the 25i needs more power.
BMW has stopped short of saying there will be a faster M version of the X1, and there probably shouldn’t be, what’s offered here is more than enough. BMW claims the 25i will sprint from 0-100km/h in just 6.5 seconds.
The 25i is ‘xDrive’ all-wheel drive only and drives power to the wheels via an eight-speed torque converter automatic transmission.
The Pathfinder N-Trek ST+ and ST-L both have a 3.5-litre V6 petrol engine and Nissan says after a combination of open and urban roads the four-wheel-drive version should use 10.1L/100km, while the front-wheel-drive only uses a coffee mug less at 9.9L/100km. In my own testing of the four-wheel-drive Pathfinder I’ve measured the combined consumption to be 14.9L/100km.
How much fuel you will consume will largely depend on how much the punchy engine will tempt your right foot, but the claimed/combined figure on the X1’s spec sheet is 7.1L/100km.
Despite enjoying the 25i more than I care to admit, my average fuel usage over a fairly representative ‘combined’ week came out as 7.9L/100km. Not bad at all.
The X1 requires mid-grade 95RON unleaded petrol and has a 61 litre fuel tank.
The Pathfinder N-Trek was tested on about 130km of winding country roads, which at times turned from bitumen into loose gravel. My test car was the ST+ grade with four-wheel drive, although there should be no difference in the way it drives over the ST-L version.
I’ve said it before in reviews of the Pathfinder – this is an easy and comfortable large SUV to drive, with light steering, good visibility and plenty of grunt.
That said, the Pathfinder felt a bit challenged when pushed on the twisty, tight roads, with plenty of body roll to remind me that it was a two-tonne, five-metre-long metal box. If anything, it’s a compliment to how insulated from the world you are in the cabin.
The loose gravel roads we took also seemed to unsettle the Pathfinder at times. I pulled over, selected four-wheel drive and watched the display screen show drive split 50-50 between the front and back axles. The problem was that our as speed was increased the system switched to Auto, which decides on the fly how to distribute the drive, but tends to choose a heavy bias towards the front.
The Pathfinder’s 180mm ground clearance rules out anything more challenging than dirt and gravel roads, but a 2700kg braked towing capacity makes this SUV a great choice for hauling trailers and caravans – although you should know it likes to drink petrol.
The X1 drives like a BMW – for better or worse.
There are some great attributes. The steering is a fantastic balance of weight and speed, the internal switchgear is all exactly the same as it is in the 2 Series sedan, and the suspension is firm, letting you feel every bit of the road.
That last one is possibly this car's worst attribute, though. While you’ll have an above average driving experience in the curvy stuff, the X1 is overly harsh for daily family duties.
I mean, seriously. I’m sure the average SUV buyer in this class is hardly going to be taking their kids to school via the Nurburgring every day.
If nothing else it’s a point of difference for the Bavarian SUV, and after a week you’ll be used to it. Those who do will be rewarded with one of the more engaging small SUVs on the market.
The engine proved to be distinctly punchy, impressing with its responsiveness and linear power delivery. It has a lovely (partially artificial) raspy exhaust note, to boot, which makes hopping behind the wheel all the more enjoyable.
It has some other quirks worth noting, too. I couldn’t get used to its oddly high and upright seating position, the front two seats seemed a bit narrow despite familiar BMW leather trim, and there was an undeniable heft to the whole product which made it lose its confidence when really pushed in the corners.
The X1 won me over, though. By the time I was handing the keys back, I did just want one more go…
The Pathfinder was given the maximum five-star ANCAP rating when it was tested in 2013. Coming standard is advanced safety technology such as AEB, blind-spot warning, rear cross traffic alert and adaptive cruise control.
There are rear parking sensors, but not front ones, which is odd.
The rear-view camera is good, and these grades come with a 360-degree moving-object-detection system – which is great for when kids are running around the car.
For child seats you’ll find two ISOFIX mounts and three top-tether points in the second row, and a third top-tether point in the right-hand-side seat in the third row.
In terms of active safety features, the X1 is a little light on.
Rather than full auto emergency braking (AEB), the X1 gets a system called ‘braking assist’ which will slow the vehicle (or as BMW says “reduce impact speed”) if an object is detected from three to 65km/h. Beyond 65km/h it will “precondition” the brakes but requires human intervention to apply them.
So... it will help, but won’t quite stop for you.
Active safety features it does really get include lane departure warning, forward collision warning, traffic sign recognition and high-beam assist.
The X1 does get the expected baseline safety items, like electronic stability and brake controls, as well as six airbags. Parking sensors for the front and rear across the range are a nice touch.
There are also two ISOFIX child-seat mounting points on the outer rear seats.
Despite its slightly underwhelming active safety suite, the X1 still caries a maximum five-star ANCAP safety rating, as rated in 2015 before the stricter minimum active safety requirements came into force in 2018.
The Pathfinder ST+ is covered by Nissan’s five-year, unlimited-kilometre warranty.
Servicing is recommended every 10,000km or 12 months. As a guide you can expect to pay $290 for the first service, $309 for the next, $458 for the third, $367 for the fourth, $314 for the fifth and $502 for the sixth.
BMW insists on a three-year warranty package, going so far as going on the record saying owners don’t want more (really… what kind of owner doesn’t want a competitive five-year warranty?). Regardless, it is the standard for cars in the premium segment, with the exception of Lexus which offers four years.
It would be nice to see premium automakers raise the game a little here, but the X1 is thankfully offered with a capped price servicing program.
Like other premium brands it is offered as a package at the time of purchase and covers five years of services. The 'Basic' program costs $1550, while the 'Plus' program comes in at $4420. The main difference between each program is whether wear items like brake pads, wiper blades, etc, are included.