Close body panel tolerances and multiple door seals tame wind noise. Strategically positioned sound deadening mutes road and tire noise, including that from the Off-Road model's more aggressive treads. The roof rack's cross bars generate some whistle, which is most noticeable with the sunroof's inside shade retracted.

Transmission shifts, up and down, are smooth, virtually invisible, executed by the slick computerized engine management system that now incorporates drive by wire. This latter allowed programming the throttle for a more measured tip in when the Pathfinder is in 4X4 mode. An extended exploration in the SE Off-Road of a muddy, technical, single-vehicle track in a heavily wooded area on Bainbridge Island across the bay from Seattle proved not only the effectiveness of this alternative throttle programming, but also the surprising dexterity of this larger and heavier Pathfinder in the rough. Crawling over downed trees, crossing axle-deep water holes and descending sloppy slopes were accomplished without stress, strain or undue slippage, with credit due in part to the SE Off-road's impressive 9.2 inches of ground clearance.

Power from an enlarged and truck-tuned version of the 3.5-liter V6 in the Nissan 350Z, while not in the stump-pulling class, is more than adequate. In fact, in horsepower it's 31 up on the Explorer's V8, in torque up nine lb. ft. Power builds smoothly, too, pulling solidly to the upshift limiter, programmed to step in at 5600 revolutions per minute. A welcome side benefit is the healthy exhaust note accompanying the engine's ups and downs.

At highway speeds, steering fed back a comforting on-center feel. The engine moved the Pathfinder's nearly two-and-one-half tons at significantly extra-legal speeds with the same aplomb as slogging through muddy ruts. Swiftly executed lane changes excited no disconcerting tail wagging. Brake pedal feel was solid.