Nissan Pathfinder vs Mazda CX-5

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 Mazda CX-5 Akera G35 offers small families a great host of premium features, as well as solid power and handling – all in an attractive package. But the emphasis here is on ‘small’ families because it’s on the compact side for a mid-sized SUV and its rivals offer more back seat space.

Its ongoing costs are reasonable and I enjoy driving it, so it gets a 7.6/10 from me.

My son calls out the back seat as a bit squishy but he otherwise likes it. He gives it a 7.0/10

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 Mazda CX-5 hasn’t seen much change to the exterior other than a more horizontally-styled grille. It’s a medium SUV with a handsome kerb-side presence thanks to its full-suite of LED lights and 19-inch alloy wheels. It’s an inoffensive design that should appeal to a wide audience.

The interior looks premium with the brown Nappa leather upholstery and black leather trims. The plethora of soft-touchpoints throughout reinforces that the Akera is the top model.

There's one thing I really like about Mazda and that's how it manages to balance the traditional with the new. The cabin is a seamless blend of the two elements.

The instrument panel features a 7.0-inch digital display but still has analogue dials. There's a 10.25-inch multimedia system on the dash but still a bunch of control buttons and dials to press. The gear shifter is coupled with an electric brake, the sunroof is coupled with a manual blind. You get it.

This duology between high-end tech and traditional elements makes the interior feel up to date but very accessible.

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.

Despite sitting in the medium-SUV segment, the CX-5 is on the compact side for cabin space and front passengers benefit the most in terms of leg- and headroom.

Back rowers get a decent amount of headroom but legroom is squishy and my legs press into the back of the drivers seat when its in my driving position, and I'm only 168cm tall!

My seven-year old complained about his space and asked Dad to slide forward for more room, which is something to consider if you have gangly teenagers.

The seat comfort sits on the firmer side for both rows and the electric front seats are narrower and shorter than I like for long journeys but for the A to B trips, they’re comfy enough.

Only the driver’s seat gets powered lumbar support but they both have heat and ventilation functions.

Individual storage is average for this class with a smallish glove box and middle console that has a removable shelf. A deep utility tray, which houses the wireless charging pad and a 12-volt port, sits in front of the gearshift and there are two cupholders in the centre console.

Each door has a shallow storage bin and the front doors also get a skinny drink bottle holder.

For individual storage in the rear, you get map pockets on the rear of the front seats and two cupholders in a fold-down armrest.

The armrest also houses two USB-A ports and the heat function buttons for the outboard seats and it's because of this positioning and the narrower width of the seat, that the back row feels more suited to two, rather than three passengers.

The technology on the whole is easy enough to use but the rotary dial operation of the multimedia system is a bit annoying to access while on the go.

The wireless Apple CarPlay and Android Auto is a great feature and means one less cable to worry about but the built-in satellite navigation with 10-year map updates is a highlight. The head-up display pulls through the nav directions, too, which is always handy.

You also get two USB-C ports and another 12-volt outlet up front, so everyone should be sorted for charging.

The boot features a powered tailgate which is a handy family feature and a temporary spare tyre is located underneath the level floor.

You get 438L of storage capacity with the second row seat upright, which is plenty for my errands and grocery shop. That jumps up to 1340L (VDA) when the rear seats are folded. 

The cargo cover attaches to the lid, meaning it stays out of the way when you're loading stuff into the boot.

There are five grades for the CX-5. The top two grades, the GT SP and Akera, have a choice between a 2.5-litre petrol or turbo-petrol engine.

On test here is the flagship Akera grade with the 2.5L turbo-petrol engine. Before on-road costs, it is priced at $55,000. That positions it towards the top-end of its competitors with the Kia Sportage GT-Line AWD coming in at $49,920 (MSRP) and the Toyota RAV4 sliding in just under at $54,410 (MSRP). However, the new Honda CR-V is more expensive by $2.0K.

The Akera is well-equipped with premium features like a sunroof, heated and ventilated front seats, heated rear outboard seats, a heated steering wheel and brown Nappa leather upholstery.

The technology is well-rounded with a 10-speaker Bose sound system, wireless Apple CarPlay and Android Auto and a 10.25-inch multimedia system with built-in satellite navigation (including map updates for 10 years).

There are some good practical features, too, like a powered tailgate, keyless entry and start as well as powered lumbar support on the drivers' seat.

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 Akera is an all-wheel drive with a six-speed auto transmission and our test model has the 2.5-litre four-cylinder turbo-petrol engine that produces a maximum power output of 170kW and 420Nm of torque. The turbo ensures it never feels sluggish, even when you’re hitting hills.

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 compromise for getting extra power from the turbo is fuel efficiency takes a hit.

The official combined fuel cycle figure is 8.2L/100km but my real-world usage came out at 10L/100km. That’s after mostly open-road driving this week, too, so it’s a bit thirstier than I was expecting.

Based on the combined cycle number and the 58L fuel tank, expect a driving range of around 784km – which is still great for the odd road trip.

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 Akera turbo-petrol delivers a decent well of power to dip into and it feels peppy in most situations. Even when you’re overtaking or getting up to speed you don’t feel like you’re nearing the bottom of the power barrel.  

Steering is responsive and the car is agile when you tackle narrow car parks or streets. However, you still get some roll in corners which my passengers felt more than I did.

The cabin is quiet, even at higher speeds and the suspension is firm enough that you feel the bumps but you’re not jostled about. The ride comfort is still good.

I’ve said it before but I love parking medium SUVs because their size is so forgiving in a car park! The Akera is no different and it’s especially easy thanks to the ultra-clear 360-degree view camera system. You also get front and rear parking sensors to help out when needed. 

The Akera has a bunch of safety features that are always great to have on a family SUV and a standout is the 360-degree camera system. It’s super clear and well-positioned on the dashboard for easy viewing.

Standard safety items on the Akera include LED daytime running lights, blind-spot monitoring, rear cross-traffic alert, lane departure alert, lane keeping aid, a head-up display, adaptive cruise control, a driver fatigue monitor, AEB, forward collision warning and traffic sign recognition.

The previously awarded five-star ANCAP safety rating for this model has just expired and models built from January 2024 onwards are thus unrated. The CX-5 features six airbags, which is a little low for a family car but I like how many safety features this has overall.

There are ISOFIX child seat mounts on the rear outboard seat positions and three top-tethers but two seats will fit best. Front occupant comfort is compromised when a 0-4 rearward facing child seat is installed.

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.

The CX-5 comes with a five-year/unlimited km warranty, which is average cover for the class but some of its rivals offer longer terms.

There is a five-year, or up to 75,000km capped-price servicing program and services average $423 per workshop visit, which is competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.