than Jeep-like. By that we mean it had the more rounded, softer contours of a sedan

than the angular, military look of the competition. In fact, Nissan says it led the

segment transition from trucks with a back seat to a more balanced merging of sports

and utility, although we suspect both Jeep and General Motors would take issue with

this position.

When it came time--perhaps even past time--to develop a successor, Nissan felt it had

the edge in off-road ruggedness, driver control and occupant comfort, so all that was

necessary was to improve on what it already had. But Nissan went much further than

that; the new Pathfinder is really all new.

The new look maintains a strong resemblance to the original. There are the signature

grille slots, the integrated door handles and distinctive sloping C-pillar. Overall,

of course, the new look is much more aero. And it conveys a sense of muscular mass,

which is a good thing to have if you're a sport-utility.

The new unitbody construction makes the vehicle quite a bit stiffer than the previous

body-on-frame, which means doors can be opened and closed without sticking or binding

when the vehicle is teetering on uneven ground.

The more rigid body, Nissan explains, provides a better platform for suspension

components for a more comfortable ride and improved tire contact. The unitbody

construction means more room in the engine compartment for easier maintenance, more

room in the interior and less weight, which helps fuel economy, performance and

handling.

Nissan joins Jeep as the only manufacturers offering unitbody construction in this

size class. Most still use body-on-frame, an approach with proven credentials for

absorbing off-road punishment. How well the Pathfinder will stand up to hard use

remains to be seen, although few are likely to find their way into the wilds.

The new engine is based on the previous 3.0-liter V6, but has been completely

re-engineered. Horsepower has jumped from 153 to 168, which is a nice improvement. But

the magic of re-engineering is especially felt in the torque curve. The old engine

pumped out 180 lb.-ft. of torque at 4000 rpm--not exactly stump-pulling numbers. The

new engine, on the other hand, develops 196 lb.-ft. at a low 2800 rpm, with 90 percent

of that available in the 1500 to 1800 rpm range.

Again, not that many Pathfinder owners are likely to do any serious off-road driving,

but this improvement nevertheless means the vehicle will be a bear in the mud, sand or

whatever. Also, the towing capacity of models equipped with automatic transmissions is

increased, from 3500 lbs. to 5000 lbs.

The engine uses a fuel injection system Nissan calls SOFIS (for Sophisticated

Optimized Fuel Injection System). SOFIS optimizes the fuel/air mixture under all

driving conditions by sensing and correcting fuel flow delays inside the intake ports.

The extra horsepower is easily noticed on the highway; less strain, less noise at

launch and cruise, better acceleration, better 50- to 70-mph passing response.

You can have a Pathfinder in either 2wd or 4wd, which is par for the entire

sport-utility class. For 4-wheeling there's a new transfer system that allows

shift-on-the-fly into 4-wheel high-range at speeds up to 50 mph. Going to 4-wheel low

requires stopping. A limited slip differential is standard on the top Pathfinder LE

4wd, optional for the basic XE and sportier SE versions. Nissan does not yet offer a

full-time 4wd system.

The new front suspension has been designed to maintain off-road ruggedness while

improving on-road comfort and control. The previous suspension used wishbones and

shocks. The new design is strut-type with shocks and springs as integral components.

The new front suspension has longer up-down travel, which means a smoother pavement

ride and improved stability off road. A wider tracker results in better cornering

stability.

The rear suspension is a revision of the previous 5-link design. Shocks and springs

are placed further outboard for greater stability and body roll control. There is also

a rear stabilizer bar.

Two transmissions are available, of course--a standard 5-speed manual and an optional

4-speed automatic. The automatic has auto/power mode selection. LE models are

automatic only.

Antilock brakes are standard on all Pathfinder models, and the system employs a bit of

trickery. Off road, most ABS systems are compromised by bumpy surface conditions and

are almost constantly pulsing when the brakes are applied. The Pathfinder has a

combination computer processor/G-sensor that reads the surface--changes in height and

roughness--and adjusts the braking control accordingly.

In the safety picture are dual airbags, door beams, height-adjustable upper front

seatbelt anchors and child safety rear door locks. Anti-theft and remote keyless entry

are standard on the SE and LE, optional on the basic XE.

Our tester was an SE 4x4 with 5-speed manual transmission.