Subaru Trailseeker vs Nissan Pathfinder

What's the difference?

The Subaru Trailseeker AWD really hits it out of the park when it comes to its comfort, practicality and all-round solid family features. It's one of the nicest EVs I've sampled of late when it comes to handling and power delivery.

There's no doubt that it's a capable car being a dual-motor AWD and sporting a great ground clearance ... but it's still an EV.

And the general rule of thumb is that it's best to avoid off-roading in most EVs (potential battery damage yadda yadda), you also can’t plug it into a gumtree to charge.

Is it a comfortable family wagon-SUV crossover? Absolutely. Will you actually be driving ALL of those trails it's promising to seek out? We'll see.

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.

This is not a pillowy or small wagon-SUV (can we make WUV a thing?!) crossover. At 4845mm long, 1860mm wide and with 211mm of ground clearance, the Trailseeker isn’t compromising on size just to slot neatly into the EV category. This is very much an EV-styled Outback, which should delight fans looking for that familiar Subaru ruggedness and impressive on-road presence.

The biggest tell-tale sign that this is, in fact, an EV is the front end, which gets smooth panelling and a more streamlined silhouette. However, you still get plastic moulding around easy-to-hit areas.

Full LED lighting, 18-inch alloys with aerodynamic caps and familiar paintwork colours round out the handsome offering.

Head inside and the cabin is plush and well styled, with a stepped dashboard and display design creating some interesting focal points. It absolutely scores goals with its tactile functionality, too. Buttons, steering wheel stalks and door-mounted side mirror controls keep the Trailseeker feeling very car-like, which is a welcome relief in an increasingly screen-heavy EV world.

The synthetic leather upholstery on the seats, dash and doors feels nice underhand and even the slightly odd hexagonal steering wheel soon becomes charming.

The cabin feels fresh but comfortingly familiar.

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.

Subaru has nailed the available space in the Trailseeker. The entire cabin is roomy where it counts and passengers will be all the happier because of it.

In the front, the heat function, side bolsters, and deep padding make the front seats feel super comfortable. You'll get very little fatigue on a big road trip which is great for a WUV (it's happening) that's being positioned for family adventuring.

The rear row has legroom for days and there is a limo-like sense of space that taller adults will praise. When I say limo-like, I mean it. You'll easily be able to fit rearward-facing child seats behind a taller adult and make use of the three top-tether anchor points in general.

All of my passengers this week, including my parents, commented on how easy it is to get in and out of the car, and that’s largely thanks to the 211mm ground clearance and wide door apertures.

Despite missing out on a glovebox, which makes the giant User's Manual essentially homeless, there are still quite a few storage options throughout the car.

Up front, there is a shallow but wide middle console with a dual-opening lid (very Lexus coded), a centre console that has dual wireless charging pads, two cupholders and a little shelf underneath for smaller items. Each door (front and back) has bin storage and a drink bottle holder.

In the rear, there is a fold-down armrest with two cupholders and a couple of map pockets. My nine-year old is particularly chuffed with the heated outboard seat function and the dual USB-C ports. A handy addition here would have been sunblinds, like the Skoda Enyaq sports.

The boot rounds out the storage with its 609L of capacity, which is more than enough for luggage and kid paraphernalia. It’s handy having a retractable cargo cover and handsfree powered tailgate, but you only get a tyre repair kit, which isn’t super practical for a car that might want to hit a gravel road or two.

You also miss out on vehicle to load (V2L) functionality, which the Trailseeker AWD Tourer gets, and that too would help weekend adventurers.

Let's talk tech.

The 14-inch media display shares the same operating system as Toyota and Lexus, which offers a straightforward layout and responsive touchscreen. Note that this car is the mechanical twin of the recently released Toyota bZ4X Touring.

Climate controls are positioned in the screen but they're easy to operate.

There is wireless Apple CarPlay and Android Auto and CarPlay connected quickly and maintained a steady connection all week for me. You get a standard six-speaker sound system but it proved to be more than enough to successfully belt out some tunes to.

All in all, the Trailseeker AWD has a straightforward and practical cabin for family use.

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 Subaru Trailseeker is powered by a dual-motor all-wheel-drive set-up with a hefty 280kW of combined power.

Subaru doesn’t quote a combined torque figure, but it can sprint 0-100km/h in just 4.5 seconds, making this feel very performance coded compared to some of its single-motor rivals.

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 Trailseeker AWD has a large 74.7kWh lithium-ion battery and a WLTP driving range of up to 533km. I got pretty close to the claimed energy consumption of 15.4kWh/100km, with my 15.7kWh average this week. Given I’ve done some serious highway trips, that’s an impressive result.

It sports a Type 2/CCS charging port which accepts up to 22kW on an AC charger and up to 150kW on a fast DC charger. I would have liked to see a higher DC charging capacity, but on a compatible fast charger, you can go from 10 to 80 per cent in around 30 minutes, which is reasonable.

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.

No one will claim that the Trailseeker is underwhelming when it comes to power. It’s quick, with no bucking through the body when you have to plant it, and it’s a perfect companion on the open road.

The suspension and steering are nicely balanced to deliver a dynamic and engaging driving experience, and I’m really enjoying how stable it feels through corners.

It’s easy to choose between the four levels of regenerative braking thanks to the steering wheel-mounted paddles. But you don’t get one-pedal driving, which seems like an important omission for an EV.

The cabin is quiet around town and on the open road, and it’s easy to chat across the cabin without raising your voice.

Visibility is quite good out the front and sides from my driving position, and I like that the A-pillar has a glass insert to break up its width. And it doesn’t matter if you have a car full of gear or people, because you have a digital rear-view mirror.

Even with the regen on its strongest level, you can still ‘creep’ at lower speeds and, coupled with a really clear 360-degree camera, the Trailseeker is downright easy to park.

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 Trailseeker is offered with Subaru’s five-year/unlimited km warranty. While some of its rivals have the same term, it’s now a below-average offering for the class in general.

Servicing, however, is downright cheap, with a three-year pre-purchased plan costing just $584.29 and the five-year plan set at $984.18. Servicing intervals are also well-spaced at every 12 months or 15,000km, whichever occurs first.

It’s also fairly easy to get your Trailseeker serviced, with around 120 Subaru service centres across Australia.

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.