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Auto Bounce Back: Is the Slide Over?

Australia’s two and a half year run of decreasing sales has come to an end, says the Federal Chamber of Automotive Industries. Sales for the month of November, 2020, were recorded at 95,205, an increase of 10,497 sales or 12.4 per cent on November 2019 when 84,708 sales were recorded.

Year to date (YTD) however shows that sales are still well down on 2019, with 978,628 sales last year, whilst 2020 has recorded 821,316 so far.

Toyota continued its imperious march over its competitors, with November figures of 23,204 sales, ahead of Mazda with 9,053 sales, Hyundai with 6,903 sales which just pipped Ford with 6,613 sales and Mitsubishi with 5,488 sales.

The top five selling models for the month were the Toyota HiLux with 5,038 sales, the Ford Ranger with 4,260 sales, the Toyota RAV4 with 3,800 sales, the Toyota Landcruiser with 2,947 sales and the Toyota Corolla with 2,774 sales.
SUVs continued to outsell other vehicle types with a 52.5 per cent share of the market for a total of 50,016 sales. That’s an increase of 26.5% over November 2019. 20,711 Passenger Vehicle were sold and that’s down 10.1 per cent from November 2019, for a 21.8 per cent of the total market. Light Commercial vehicles claimed 22.3 per cent of the market with 21,252 sales, up 11.5 per cent from November 2019.

Inside the passenger vehicle segment, 94 vehicles were pure electric, 2,912 were hybrids, whilst 33 were the plug-in hybrid or PHEV type. in the SUV segment, the breakdown is 84, 3,975, and 102. All three categories in these two segments show increases varying from some to substantial.
For the Micro car segment, Kia’s Picanto (433) continues to dominate, with MG’s MG3 taking the gold in the sub-$25K light cars (632) ahead of The Toyota Yaris and Suzuki Swift (482 and 446). For the small sub-$40K, Hyundai’s i30 was 2nd on 2,047, with the Kia Cerato 3rd on 1,625.

The medium sub-$60K saw Skoda’s Octavia in 2nd, well behind the Camry (286 vs 1,283) and ahead of the Mazda6 (161). BMW’s 3 Series continued to dominate the plus-$60K sector (461) over the Mercedes-Benz C-Class (353).

People movers and the Kia Carnival more than doubled the sales of the Honda Odyssey in the sub-$60K sector (268 to 107) whilst in the Sports Car sector the Mustang sold seven per day to move 230 in November 2020.
Moving to SUVs and in the light SUV segment it’s Mazda’s CX-3 doubling the newly released Yaris Cross (1,562 to 794) whilst it’s a hard fought battle in the sub-$40K small SUV. It’s a virtual tie between the Mitsubishi ASX over the Hyundai Kona (1,465 to 1,453) with the MG ZS having a win over the Kia Seltos and Mazda CX-30 (1,133 to 1,058 and 1,038).

Things are a little more spread out in the plus-$40K, with RAV4 (3,800) over Mazda’s CX-5 (2,412) and Hyundai’s Tucson (1,995). Subaru’s soon to be updated Forester found 1,502, just ahead of Nissan’s X-Trail at 1,405.

Toyota’s aging Prado continued to find appeal with 2,602 in the sub-$70K large SUVs. It’s well ahead of the Isuzu MU-X (848) that outsold the Kia Sorento (796) and Mazda CX-9 (743). In the same size but priced at over $70K, the new Genesis GV80 moved 21 but the winners were BMW’s X5 (366) and Audi’s Q7 (229).

Information courtesy of the FCAI and VFACTS.

2021 Isuzu D-Max SX 4×2 Cab Chassis: Private Fleet Car Review

This Car Review Is About: The starting point to the revamped (finally) Isuzu D-Max range. There is a bewildering choice: five two wheel drive vehicles in two or four door versions, and eight 4WD including the top of the ladder X-Terrain (coming to AWT very soon).

How Much Does It Cost?: As of November 2020, Isuzu had the SX 4×2 cab chassis on a stunning drive-away deal of $29,990. A quote built on the Isuzu sire has a retail price of around $8,400 more, representing a huge saving for new buyers. The colour on our review was basic Mineral White as a no cost option. There are, of course, plenty of additions such as a nudge or bull bar at $1,000 or $2,999, a slide out step at $370.70, or, as fitted, an under tray water tank ($360.80) or lockable undertray tool box at $437.80. A welded wire mesh window protector was fitted and that’s $193.60.Under The Bonnet Is: A six speed manual gearbox and a 3.0L diesel. A six speed auto is optionable for the SX, standard in the 4x2s after the SX, and in the 4x4s only the LS-U and X-Terrain have auto only. The donk is common for all variants and produces 140kW and 450Nm. A worrying number though is what comes next. Urban economy is quoted as 10.2L/100km (9.8L/100km for the auto) for the SX 4×2 cab chassis. Then there is the weight: 1,695kg (dry) is a substantial figure for a vehicle that doesn’t look as half as heavy. Payload is listed as 1,305kg or 1,300kg depending on manual or auto fitted.Combined economy is listed as 8.0L/100km with the highway figure 6.7L or 6.9L/100km. We saw a best of 8.8L/100km and a worst of 10.1L/100km, with a final average of 9.7L/100km. Frankly, we expected a better return. Tank size, by the way, is 76L.

On The Outside It’s: Got some big numbers. Length overall: 5,325mm. Wheelbase: 3,125mm. 1,310mm for the rear overhang depending on the body fitted. 235mm for the body ground clearance. Inside the tray is 1,777mm of space, with a length of 2,550mm.

The main visible changes from the outgoing models are in the headlight design, the grille, and the bumper. The SX misses out on the LED driving lights, staying with a full halogen setup. The nose is a more upright style, the strakes in the grille have been turned upside down so the end points point downwards. It’s also bigger than before, extending downward to include, as a one piece item, a separate air intake. The surrounds for the driving lights in the far ends of the bumper has also been restyled.As mentioned, our review vehicle had some options fitted and these add some genuine flexibility to the overall usage. What was noticed though, was the somewhat ridiculous placing of the rear bumper, complete with step, underneath and inside the length of the tray. In essence, one could place a foot on the step but would have their leg at a 45 degree angle away from the step, rendering that particular feature unusable.We also noticed that the inside of the tray had a pair of ridges, one each side and a few centimetres from the outer wall. These have a series of holes drilled through from front to back, presumably to be used as tie down points.On The Inside It’s: Pretty good considering it’s the entry level model. Good looking plastics, comfortable and supportive cloth-trimmed pews, a dash display that’s slightly manga for our tastes, and simple to use & operate dials for the aircon. However, when the AC button is on, it’s only a too faint white light to show, rather than the more logical and visible blue light as seen virtually everywhere else.

A nice surprise was digital audio however the Android Auto/Apple CarPlay compatible 7.0 inch touchscreen has a home screen that is frankly terrible. There is a compass and a clock; the compass shows, when tapped, GPS coordinates only, rather than a far more usable navigation system. Once through to the audio screen (a tap of the piano black music symbol at bottom right) it brings up a screen that is mostly ok but not intuitive for scrolling through or setting stations as a favourite. As updated compared to the previous model, at this level, it may be it needs more polish.

It’s a key start and we found that on nearly every twist, it would act as if the battery was dead. A second twist and the engine fired up with no indication anything was amiss.Convenience features come in the form of a 12V socket, a USB port, a pair of cup holders and a small console bin. The tiller is reach and rake adjustable, and there is voice recognition software for the audio system. Headlights are auto-on and thick, easy to clean, rubber mates were fitted.

On The Road It’s: A typical light commercial in being a very bouncy ride without a load. We did get a chance to put in around 100kg of load and there was a small but noticeable improvement in the ride quality. The front suspension is coil springs on double wishbones, the rear is semi-elliptic leaf springs with gas shockers.

The redline on the 3.0 diesel is around 4,200rpm, but it runs out of puff well before that. Call it 3,000rpm and you’d be on the money. That peak torque, mind, is from 1,600rpm to 2,600rpm, so it’s entirely a bad think. Peak power is reached at 3,600rpm.It pulls nicely, and as expected, through to that 3,000rpm and this makes general driving a fair proposition. The gearing, however, is commercial (natch!) so 1st gets to maybe 25kph before a change up. 2nd runs to 40, 45kph. 6th sees around 2,000rpm at freeway velocities.Steering is heavy but not excessively so, and lightens up gradually as the numbers look north to 110kph. On the freeway it’s weighted just heavily enough to get the driver thinking, and light enough so extra effort to haul the SX 4×2 from lane to lane isn’t required. Changing down the gears is good enough too, with a heavy-ish clutch and notchy selector ensuring that driver involvement is a little less intuitive, a little more think about where things are.

The weighting of the selector is just about right though, and the lever height has the top fall to hand perfectly. This make the actual gear change on the go spot on, and combined with the notchy change, makes this manual transmission the right choice for the Isuzu SX 4×2.What About Safety?: Blind Spot Monitoring is standard, as is Rear Cross Traffic Alert and AEB. That’s across the range. Lane Departure Warning and Emergency Lane Assist are standard. A somewhat touchy Forward Collision Warning threw a few falsies our way but it too is standard across the range. Airbags? Eight, thank you very much, making the SX 4×2 better equipped in this respect that many passenger oriented vehicles. There are dual front, curtain, side, driver’s knee and far side airbags.

What About Warranty And Service?: It’s impressive. There is a six year warranty, seven years capped price servicing and roadside assist. First service is $389, fourth is $509, and seventh is $409. Intervals are 12 monthly or 15,000 kilometres.

At The End Of The Drive. As an entry level machine, the Isuzu D-Max SX 4×2 stacks up well. Pricing is sharp, engineering is sorted bar the surprisingly breathless engine, safety levels are high, and the cabin is decent enough. The touchscreen interface is a bit “how’s yer father” though and lowers the otherwise welcoming ambience of the cabin. The reskin has given the D-Max a more purposeful look and for the tradie, a huge range of options bring massive flexibility.

An overview of the D-Max range is available online.

MG Powers Up With Australian Release of ZS EV.

Historic nameplate MG joins the EV revolution with the all-new, full-electric MG ZS EV compact SUV. Now available to customers in Australia and New Zealand in one trim level only, it’s the cheapest EV available with a drive-away price of $43,990. That price includes an eight year, 160,000 kilometre battery warranty, and a five year, unlimited kilometre, car warranty. Roadside assistance is included for five years.It’s a price that is sure to attract keen interest. The CEO of MG Australia and New Zealand, Peter Ciao, said: “Until now, buyers have had to pay a premium price for an EV. This has meant that only a small portion of the public can afford to buy an EV. Our vision at MG Motor is to change this situation by making electric vehicles available and accessible to everyone. By removing the affordability barrier, we are seeking to fast track EV adoption in Australia and New Zealand.” MG have located the charge port for the front electric motor rated at 105kW and 353Nm at a central point. Charging is provided via a standard CCS2 socket located conveniently behind the grille. The flexibility comes from plugging in a standard household socket or a DC charge cable up to 350kW. This will bring the battery to 80 percent charge from zero in just 45 minutes. At home, it’s a standard overnight charge time for the 44.5kW battery, itself an in-house development by MG. The company is just one of three to have their own battery building facility.That battery size allows for the MG ZS EV to look at a range of just over 260 kilometres. It also endows the MG ZS EV with a 0-100kph time of a scintillating 3.1 seconds from a 1,532kg body, just 50kg heavier than a standard ZS. There are three drive modes to take advantage of, being Eco, Normal, and Sport.

The sole trim level doesn’t skimp on the niceties. Above the passengers is a Panoramic Stargazer glass roof, and at a surface coverage area of 90%, it’s one of the largest of its type. The fronts eat passengers have an 8.0 inch touchscreen complete with Apple and Android smartphone connectivity, satnav, and six speaker audio. drive selection is via a rotary gear selector and there are three regenerative modes.

The dimensions (4,314mm length, 1,809mm wide, 1,644mm tall on a 2,585mm wheelbase) provide plenty of head, leg, and shoulder room as well, along with a flat rear floor that provides up to 1,166L worth of cargo space when the 60/40 splitfold rears are folded. The leather seats have tight stitching and are well padded for comfort. Outside is the familiar “London Eye” headlight design and dual-tone alloys at 17 inches in diameter. Exterior colour choices will include one that is exclusive to the ZS EV, Clipper Blue. Buyers can also choose from Diamond Red metallic paint, Regal Blue,, metallic paint, and Dover White or Pebble Black.MG Pilot is the main safety system including Adaptive Cruise Control, Front Collision and Lane Departure Warning, plus Emergency Braking, and Speed Assist. It’s a five star safety rating for the MG ZS EV, with a high torsional strength cabin and rigidity factor. The battery has been certified independently to be fire, submersion, dust, pressure, impact, and salt spray resistant.

Our friends over at Exhaust Notes Australia attended the launch, and have provided this initial review

‘Electric for everyone’
MG Motor’s parent company, SAIC Motor, has invested heavily in electric as well as other new energy vehicle technologies, processes and battery production, making it one of only a handful of auto manufacturers to own its EV supply chain. In 2019, that expertise resulted in the production of more than 185,000 electric vehicles, making it one of the top five EV producers globally by volume. MG Motor now brings this experience to the local market, enabling it to deliver state-of-the-art EV technology at the best value and packed with features.

2020 Toyota LC76 LandCruiser GXL: Private Fleet Car Review.

This Car Review Is About: A genuine living dinosaur. Toyota’s LC76 LandCruiser is as basic as they come in a modern world. It’s a square and blocky exterior, features old-school drivetrain tech when it comes to off-road driving, and the interior is a real throw back. We loved it.How Much Does It Cost?: This is the part where a nip of a good 12yo single malt comes in handy. $77,116 drive-away. That’s a fair bit of coin for a vehicle that has not a lot, yet, for some, offers plenty.

Under The Bonnet Is: A very grunty 4.5L V8 fed by diesel. The big thing is paired with a five speed manual transmission, internally operated lever for 4WD low range, and front locking wheel hubs. Yes, you read that right. Peak power is 151kW and peak torque is 430Nm at a lazy 1,200rpm to 3,200rpm, just under the 3,400rpm where peak power lies. Economy is quoted as 10.7L/100km from the combined cycle, and would be better with a six speeder as at highway speeds it’s cruisy but just on the cusp of feeling breathless. Just. The real feeling of running out of steam really kicks in at around 3,000rpm, not that there is much time spent here anyway. That economy figure is not unreasonable in being achieved as we averaged 11.0L/100km. Kerb weight is a hefty 2,265kg. The fuel tank size depends on the model of the LC chosen, ranging from 130L to 180L.

On The Outside It’s: What’s called a two-box design. Big box for the cabin, a smaller one for the engine compartment. It makes for an easy design, and allows for simple interior packaging. The rear doors are a 40/60 split, with the smaller opening first, and a separate lever for the bigger. These open to a substantial cargo space. Front wheels are, as mentioned, lockable via a centre-hub mounted dial. Nowhere to be found is an electronic system to do however there is a button inside for locking the rear diff. In front is a BIG bumper, almost something that own its own could smash an iceberg. Our review vehicle had a large snorkel intake fitted as well, and audible was the intake and breathing on gear change as the actual intake is just above and in front of the drivers head. A massive intercooler gets fresh air via something rarely seen on a car nowadays: an intake scoop.The glasshouse is huge, with plenty of airiness courtesy of the big windows. the front passenger windows look out at wing mirrors that are also old school. No internal operating mechanism, either powered or via a lever, for adjustment. Underneath is a set of big rubber from Dunlop. The Grandtrek tyres are proper off-road capable in tread pattern and the 265/70 grippers wrap 16 inch alloys.Overall dimensions make for a big machine. Length is 4,910, height is 1,940mm, and width is 1,870mm. Dimensions are big underneath too, with 2,730mm for the wheelbase, 1,555mm front track and a narrower 1,430mm for the rear.

On The Inside It’s: As sparse and as bare as you can get in a modern car. We say modern car as this one has a build date of March, 2020, belying the look and feel of the 1980s. There are no steering wheel controls. Aircon is operated via slide levers, and separate ones for fresh or recirculate, cold to hot, and direction. A pair of dials operate the fan speeds. There is a proper cigarette lighter and ashtrays in the rear doors…A basic looking radio head unit provides AM, FM, and digital tunes via a CD player, There is a nod towards modernity thanks to a USB port. A hark back to the past is found with a rocker switch to raise or lower the electric powered aerial.Seat material and plastics are a blue grey hue everywhere and the dash itself is a solid, square, blocky design mimicking the exterior. The cargo section is huge, with a guesstimate (as Toyota doesn’t quote any) at well over 600L and that’s before the folding of the heavy second row seats. These are lever operated both for lift and fold, no electronics here.From the driver’s seat, the view is of a gear selector that is around three feet in length. That’s somewhat exaggerated but not by a lot. To the right is the range (as in high and low range) selector, and to the left, a solitary cupholder…

On The Road It’s: Less nimble than a sinking Titanic, as slow to get going as a sloth on a cold day, and feels as heavy as carrying an elephant. But somehow it overcomes any negative to form, in our very humble opinion, a huge positive.

It’s actually fun to drive.

In a way, those perceived negatives are why. For starters, it’s a manual, a rarity, and a manual that requires experience with how one works. The selector is long, and synchronising the shifts is fairly important as the cogs are a bit agricultural in meshing. The shift is on the heavy side, and it’s a lonnnnnnnng throw between the five forward gears and engaging Reverse takes some patience and muscle.The turning circle is bigger than the orbit of Venus around the sun, the steering is something like five turns left and right from centre, and it’s heavy. It means a driver has to plan, get involved, be part of the driving process. The thought process to engage a gear whilst swinging hard on a weighty steering, judging the not-so-talkative brakes, whilst considering the mass of the big thing, brings a proper sense of what it is to DRIVE a car to the soul.

Highway cruising showcases the fact a six speed would be a better option here. Although final gearing has highway speeds somewhere around 2,000rpm or so, a sixth gear could drop that to 1,500rpm, add a bit more economy, and add just a little more drivability.

What About Safety?: Simple. There is, apart from the front, curtain, and driver’s kneebag, and electronic basics like traction control and HillStart Assist, sweet F.A. And no, this is not a bad thing. by being as basic as it is, it forces a driver to far more engaged in the driving that merely piloting a car, waiting for the beeps and tones as the car goes over roadside whitelines, judging the steering and manual mirrors to check for vehicles before changing lanes, and understanding the limitations in order to be a safer driver.

What About Warranty And Service?: Five years, and seven years for the engine IF the car is serviced at a Toyota dealership. Conditions apply. Capped price servicing applies via a VIN identification.

At The End Of The Drive. As lumbering and specification-bare the LC76 is, it remains on sale for a select market. People that understand it. Toyota isn’t in the business of ditching models that sell to a hardcore audience and know both its abilities and its limitations instinctively. As a driver’s car, it is. It embodies what driving is all about. That’s why we loved it.

2021 Mitsubishi Express SWB LCV: Private Fleet Car Review

This Car Review Is About: A return of the Express nameplate for Mitsubishi. Except, in a way, it isn’t. You see, if you lined up the Express alongside the Renault Traffic and removed the grilles, you wouldn’t be able to tell the difference. Its a joint project and comes from an alliance between Renault, Nissan, and Mitsubishi. There are already plans to release more products wearing the three diamond badge that come from the other two. There are two engines, 1.6L and 2.0L, a manual for the smaller engine, an auto for the larger, and a choice of short wheelbase (SWB) or long wheelbase (LWB). We drove the 2.0L auto SWB.

How Much Does It Cost?: As of October 2020, the manufacturer’s list price is $42,490 plus ORC. The Mitsubishi website has it at and if you have an ABN, which is most likely, chat to your Mitsubishi dealer. For the manual, the website has an ABN drive-away price of $40,890. These prices aren’t hugely different to the equivalents from Renault.

Under The Bonnet Is: One very well sorted and torquey diesel. At 2.0L capacity and driving a slick six speed auto, it delivers 125kW and a very healthy 380Nm at 1.500rpm. Economy on the combined cycle is quoted as 7.3L/100km from an 80.0L tank. We finished our drive at 9.4L/100km on our typical 70/30 urban to highway mix.On The Outside It’s: White, and black, and boxy. Renault’s basic design is more focused on the front and rear, and it kind of works. It’s certainly far less of a box than the original Express. Strong vertical lines make up the tail light structure, matching the barn doors. The headlights are teardrop in flavour, flowing upwards to the end of the bonnet line and just under the A-pillar, with the base running in a line alongside the top of the black bumper. Light commercial spec tyres are steel wheels are standard, and are 215/65/16s. a whip antenna stands above the cabin.Overall sizes have the Express SWB one millimetre shy of 5,000mm in length, rolling on a wheelbase of 3.098mm, and a shoulder room liking 1,956mm. Body height is 1,976mm, just low enough for most shopping centre carparks, but the antenna will bang against some sections. Kerb weight is 1,870kg and there is a maximum payload of 1,115kg. Cargo space is 1,652mm except for the wheel arches at 1,268. Interior height is 1,387mm and length inside is 2,537mm.On The Inside It’s: A typical light commercial vehicle. There is a lining for the floor, a cage between the driver & passengers section, and the seating is a two plus one setup. Each side has an easy to move sliding door. The seats are covered in a basic hard wearing charcoal coloured cloth. There is no console between the driver’s seat and the passenger seat, however there are nooks and spaces in the dash itself, along with a factory fitted phone holder and passenger seat undertray. Rubber mats were also fitted to our test vehicle.The tilt and telescopic steering wheel is devoid of most familiar controls, with the audio selection relegated to a tab hiding behind the right steering wheel spoke. the wheel itself has four tabs, all for cruise control operation. Audi was in a basic looking head unit, akin to the style found in cars of the 1980s yet there was a nice surprise: digital audio. However that did seem to fail halfway through our review cycle. To back it up is Bluetooth streaming and voice activation however there is only one pair of speakers.On The Road It’s: Very carlike to drive, Bear in mind it wasn’t loaded with the cargo one would normally tip in, but with a light load on board, it was settled and comfortable. The torque of the engine arrives in a rush in the first gear, and becomes exceedingly usable from there on. Overtaking and highway cruising is easy, however an eight speed auto would add more flexibility and aid economy. Steering is on the light side of just right and ratioed for easy parking at slow speeds, heavier for the highway. Braking, too, is well weighted and enables consistent judging of just how much is required to pull up at the right spot.What About Safety?: Driver and passenger front airbags, side airbag for the driver, and curtain airbags for both. A rear view camera shows in the rear vision mirror as well. Autonomous emergency braking, blind spot and rear cross traffic warnings are not to be found here although rear sensors are.

What About Warranty And Service?: Although Mitsubishi have recently introduced a ten year warranty and service plan, conditions will apply. Speak to your local dealer to confirm for your circumstances.At The End of The Drive. From a business point of view having Mitsubishi back in the mix isn’t a bad thing. Keeping the range to a choice of short or long wheelbase, and consequently auto or manual as well, simplifies things. Sharing the platform with Renault isn’t a bad thing when it comes to spare parts however the question will be how much Mitsubishi is in the Mitsubishi Express?

Specifications and links to more information is here.

2020 Nissan Navara N-Trek Warrior: Private Fleet Car Review

This Car Review Is About: Nissan’s Navara and its partnership with Premcar. This joint partnership has given Premcar the opportunity to work with Nissan and provide an Australian engineered alternative to Ford’s Ranger Raptor and the former contender from Holden and HSV, the Sportscat.

What Does It Cost?: A not inconsiderable $67,290 on a drive-away basis. However it’s close to $9K cheaper than a Raptor and around $2K cheaper than a Wildtrak X with 2.0L bi-turbo diesel.Under The Bonnet Is: A 2.3L twin turbo diesel. Power is 140kW at a high, for a diesel, 3,750rpm. Peak torque is the critical figure and that’s 450Nm between 1,500rpm and 2,500rpm. In comparison, the Raptor’s 2.0L diesel has 157kW and 500Nm (1,750rpm to 2,000rpm). There is a choice of a six speed manual or a seven speed auto, driving two or four wheels via an electronic selector and a switch to lock the rear diff. Nissan quotes 7.0L per 100km on the combined cycle. We finished at 9.4L/100km on our 70/30 urban to highway cycle. Tank size is 80.0L.On The Outside It’s: Clad in White Diamond (choices are Slate Grey and Cosmic Black), our test car, which highlights the orange hued pieces of trim spread around the outside edges of the steps, mirrors, and front driving lights. There is a blacked-out decal along the flanks that declares the car to be an N-Trek Warrior, and sits nicely between the big tyres fitted. They’re from renowned off-road tyre supplier, Cooper, and are 275/70/17s from the Discoverer AT3 range.For the tray, there is a tub liner, a blacked out roll-bar, a Navara decal on the tailgate, a black rear step-bumper, and a towbar attachment. Heavy duty flared guard attachments add a muscular, no-nonsense, look, with that same take-everything-on ideal up front with a heavier looking front bar complete with LED light strip, and blacked out trim for the grille.

Underneath is increased ride height for the body, and plenty of sheetmetal (3mm thick 302 standard stainless steel) for protecting the engine’s sump, transmission, and vital cables. This is necessary given the angles the N-Trek Warrior can find itself at: approach is up to 35 degrees and break-over of 27.5 degrees. Departure angle isn’t great at just 19 degrees.Overall, the N-Trek Warrior stands 1,895mm tall, rolls on a wheelbase of 3,150mm inside a total length of 5,385mm, and the total width of 1,920 (sans mirrors) adds to the shoulder room inside. Inside the tub is a 1,503mm floor length, and between the rear wheel arches is 1,130mm with extra space either side at 1,560mm on the floor. Depth is 474mm. Payload is 724kg and braked towing is 3.5 tonnes.On The Inside It’s: Aging. Gracefully, but aging. Nissan says a new Navara is on the way for 2021. What it has for now is a dash with an elegant sweep in the style, a bad reflection into the windscreen, a non-DAB tuner (disappointing), fine grains to the plastic on the dash, and a dated use of alloy hued plastics on the tiller, console, and touchscreen surrounds. The seats could use more side bolstering in supporting the body, with a sensation of sitting on but not in them. However the look and trim is high in quality for a mixed material pew.The headrests are embossed with the orange stitched N-Trek Warrior logo that complements the same colour stitching in the floor mats, the rear vision mirror has a simple N/S/E/W style compass, and the upper centre console has a small storage locker with a 12V socket. Down near the gear selector is a solitary USB port. There is no port for the rear seat passengers but there are a pair of vents. On The Road It’s: Surprisingly…heavy. In our drive it felt leaden, weighed down, lacklustre even. Surprising given the amount of torque available as acceleration was ok without being outstanding, both from a standing start and in rolling acceleration. Steering was rubbery in feel on centre but tightened up to be communicative, partly due to the thick off-road tyres, but there is effort needed at low speeds. Body movement in comparison demonstrated the work put in, with a taut ride on tarmac, that “just right” amount of suspension give, even allowing for sidewall flex. The brakes are spot on, in comparison, with an intuitive travel. The auto itself is a solid worker, putting in a performance that was competent if unspectacular.Off-road, it’s a different beast and performed admirably. There is a rear diff lock, a rotary dial for 4WD high and low range, and the fettled suspension has plenty of articulation. The Cooper tyres display why they’re the chosen brand for getting dirty grip, clambering over and through the various surfaces on our test track without a niggle. It’s this environment where the engine’s torque range really works, and the increased ride height (40mm over standard) provided secure and safe driving. Nissan’s paperwork says the N-Trek Warrior’s suspension team spent several months testing various combinations of springs, dampers, and bump stops, and off-road it shows. What About Safety?: Reverse camera is standard and in high definition on the touchscreen. Seven airbags, including driver’s kneebag, are standard, however Nissan’s spec sheet don’t list AEB, Blind Spot Warning, Rear Cross Traffic Alert, and the like.What About Warranty And Service?: Five years and unlimited kilometres plus five years roadside assist. Capped price servicing is also available and pricing is model dependent.

At The End Of the Drive. It was with mixed feelings that the Nissan Navara N-Trek Warrior was handed back to the office. It’s undoubtedly good as an off-roader, but for our tastes it was not entirely suitable for every day tarmac use. And that’s the perplexing part given the background it’s come from and the partnership formed to build it. It leaves the N-Trek Warrior in a peculiar place, and that’s where expectations weren’t met yet should have been.

Info on the 2020 Nissan Navara N-Trek Warrior can be found here.

Sonata N-Line Unveiled, Mazda Locks Down BT-50 Pricing.

Proving that sedans are still available and there for those that don’t want or need an SUV, Hyundai Motor Company recently revealed the racy design of its highly anticipated 2021 Sonata N Line. It’s a good looking machine and in N-Line specification it ups the appearance ante.Hyundai have a term for their design identity: Sensuous Sportiness. N-Line looks such as the signature grille and bold front fascia, three air intakes and N Line badging, N-Line side skirts, and 19 inch alloys define the N-Line itself. A bespoke N-Line rear diffuser is fitted that houses a pair of exhaust tips underneath a blacked-out bumper.

SangYup Lee, Head of the Hyundai Global Design Centre, said: “The 2021 Sonata N Line will attract more customers to both the rock solid Sonata lineup and our increasingly popular N Line sub-brand. Sonata N Line will appeal to customers who desire sporty styling in a sedan package.”The new Sonata N Line expands Hyundai’s midsize sedan lineup following the launch of Sonata in 2019. N Line provides an attractive entry point to N Brand and gives the new Sonata nameplate a high-performance look, broadening its appeal.Mazda, meanwhile, have provided confirmation of Australian pricing for the recently released and updated BT-50. Not sporting the Mazda corporate look, the BT-50 starts at $44,090 plus On Road Costs (ORC) for the 4×2 XT dual-cab chassis. All versions are a dual-cab design, with the XTR and GT the other two trim models. There are combinations of manual and auto, with the 4×2 available in the XT as mentioned plus the dual-cab pickup for the XT and XTR. These price at $45,490 and $49,470.The 4×4 models start with the BT-50 XT dual-cab chassis manual. $49,360 plus ORC is the starting rate before moving to the auto version at $51,860 plus ORC. From here it’s pickups with the XT manual and auto from $50,760 and $53,260. The XTR starts from $54,710 and $57,210 before topping out with the GT at $56,990 and $59,990 and again all with ORC to be added.

Brand-New Mazda BT-50 customers benefit from a comprehensive five-year, unlimited kilometre warranty plus complimentary roadside assist for the warranty’s duration whilst servicing is at 12 months or 15,000 kilometres.

The new BT-50 has a 450Nm/140kW turbo-diesel four of 3.0L capacity, with the torque on tap from 1,600rpm to 2,600rpm. Consumption is rated as 7.7L/100km (combined) for the six speed auto 4×2 dual-cab pickups and 4×4 manuals. 4×4 Dual Cab Pickup and 4X2 Dual Cab Chassis models with the six speed autos will see slightly more consumption at 8.0L/100km.

Safety and basic equipment are of a high standard in the XT, with 17 inch alloys, LED headlights, Cruise and Adaptive Cruise for the manual and auto versions, DAB with Android and Apple apps, and a rear seat USB. Safety has Autonomous Emergency Braking, Emergency Lane Keeping – Overtaking, Lane Departure Warning and Lane Departure Prevention, as standard. XTR has 18 inch alloys, self leveling LEDs, leather seats and gearknob, and satnav via the 9.0 inch touchscreen. GT has 19 inch alloys, heated wing mirrors, heated front seats, and a powered driver’s seat. Front parking sensors and an engine remote start feature add to the value. All are rated as 3.5 tonnes towing and over 1,000kg payload.

 

2020 Nissan X-Trail Ti AWD: Private Fleet Car Review.

This Car Review Is About: Nissan’s competent mid-sized entry, the X-Trail, into a very crowded SUV sector. It’s a six model range, with ST, ST-L, TS, N-Sport, Ti, and TL…which makes for a slightly confusing way of naming your product from bottom to top. We drive the second from the top Ti.
How Much Does It Cost?: As of mid September 2020 Nissan lists the ST as $28,990, the ST-L from $28,490, and the TS from $40,357. N-Sport starts from $42,876, Ti from $44,490 before topping out at $52,456 for the TL. These prices are drive-away. Premium paints are a $695 option.

Under The Bonnet Is: A 2.5L petrol engine for the Ti and TL. Otherwise, for models below, it’s a 2.0L petrol for the manual 2WD ST & TS or 2.0L diesel for all models bar ST-L. Power for the petrol 2.5L is 126kW and maximum torque is 226Nm and at 4,400rpm. Nissan quotes economy as 8.3L per 100 kilometres on a combined cycle. Fuel tank size is a standard 60L.
On the Outside It’s: A distinctively styled Nissan family SUV. Grab a picture of both the Qashqai and Pathfinder, enlarge and shrink to the same size as that of a X-Trail, and you’d be genuinely hard pressed at first glance to tell the difference. There’s that signature V grille and LED driving light design up front, the sine wave line from bow to stern, the nicely balanced proportions of bonnet to body, and the arrow-head line for the leading edge of the rear lights. Ti runs 225/55/19 alloys and rubber, with the tyres an all-weather pattern from Bridgestone’s Ecopia range.One of the issues we have with the X-Trail, and it’s by no means alone in this, is the location and size of the headlight indicator lamps. They’re tiny, and buried deep within the middle of the join between the lights and the running lights. There are flashing LEDs in the wing mirror covers however they’re not terribly bright nor easily seen from some angles.

Another niggle is the placement of the button to open the powered tailgate. Most companies logically and sensibly have a tab in the same recess as the number plate. Nissan opted for a separate, and lower in the door, placement. It means a person needs to bend more but also, because it’s not the logical place, more often than not the numberplate recess was reached for first.

On The Inside It’s: A tidier look than the very busy Pathfinder. The centre stack immediately pulls attention due to the far cleaner layout. Nissan include a CD player here and in the X-Trail it sits above the 8.0 inch touchscreen. There are tabs around the outside but underneath is only the aircon control cluster. Tidier it is but still perhaps a little fussy when looking for something quickly. The screen’s layout is dated, terribly dated, and needs an overhaul ASAP.

In contrast, the dash design is a gentle curve and separates driver from passenger nicely as each end runs smoothly into the door trims. The whole cabin ambience is cool without being understated.Audio is DAB equipped, and the usual smartapps apply. Oddly, Nissan have also included links to Google and facebook, and although we didn’t connect to them, we’d hope these only activate when parked. A nice touch in counterpoint was the separate heating circuit for the rear seat, a rare and welcome addition.Leg, head, and shoulder room is better than adequate for four, even with the full length glass roof, but typically a bit squeezy for the second row if looking to get five aboard. Behind the second row is a decent cargo bay with 565L available and increasing to 945L with the second row flattened.There’s are rain-sensing wipers, second row air vents and USBs, plus a 12V socket for the second row passengers.

On The Road It’s: Good enough for most people and this comes from a well sorted driveline combination. Although CVTs do feel as if they sap power and torque, the X-Trail’s pairing is one that doesn’t feel as draining as others. There’s plenty of get up and go, mid-range acceleration is quick enough, and unlike the Pathfinder, when the console mounted drive dial selects 4WD, there’s both a noticeable change and an indicator light on the dash shows 4WD is engaged. There’s the barest hint of torque steer in 2WD but in all wheel drive mode that disappears and there’s a proper sense of weight attached to the rear wheels.It’s a push button Start/Stop system in the Ti. Once the 2.5L is up and spinning, Drive is engaged by a short throw lever, there’s the faintest of clunks, and the accelerator sees the 1,562kg (dry) Ti get underway smoothly. The transmission has the typical CVT wavering at times and is at its best at freeway speeds. That goes for the suspension which is beautifully tuned for more comfort that sporting in the handling, yet and be driven hard without qualms. It damps nicely, initial compliance runs into somewhere between taut and giving, and rarely felt unsettled. Speed-sensitive steering worked the same; there’s lightness when needed, heft when required, and made parking a doddle.

An unexpected feature is the Intelligent Engine Braking system. Downhill runs and the CVT acts as a brake, finding a gear and holding it to ensure no unwanted acceleration. A blip of the throttle overcomes it easily however it mostly needs no human intervention.

What About Safety?: Plenty to like, as expected. Forward Collision Warning and AEB with pedestrian detection but not cyclist. Blind Spot Alert, Rear Cross Traffic, Lane Departure Warning and Rear Park Assist sensors make the Ti a pretty safe bet.

What About Warranty And Service?: Standard five years and unlimited ks, roadside assist for 24/7 for5 years. Servicing is capped price for the first six and prices can be found by using your vehicle’s VIN.

At The End Of the Drive. The 2020 Nissan X-Trail Ti delivers by doing exactly what is asked of it and doing so without raising an eyebrow. It drives well enough, handles well enough, it’s not unattractive and has a high level of safety. Downlights are the tawdry touchscreen look and those almost invisible indicator flashers in the front. And in Ti spec, it’s not an outrageous hit to the bank balance for what is delivered. Head here to find out more.

 

2020 Nissan Juke ST: Private Fleet Car Review.

This Car Review Is About: A substantially changed Nissan Juke. It’s the second model Australia has seen and the first wasn’t received with open arms due to its controversial styling. It’s still not pretty but in the greater context, it is a far better looking vehicle. There are four trim levels: ST (tested), ST+, ST-L, and the top of the range Ti.How Much Does It Cost?: Nissan’s website lists the range as starting from $30,490 drive-away for the ST. The range tops out at $39,490 drive-away.

Under The Bonnet Is: A three cylinder petrol engine with a turbo. Thankfully. Peak torque of 180Nm comes in at 2,400rpm and that’s barely enough to spin the seven speed dual clutch transmission. peak power is double figures at 84kW. In comparison Kia’s Picanto GT-Line has 172Nm but that’s available from 1,500rpm to 4,000rpm. The fuel tank is a decent 46.0L and economy, says Nissan, is 5.8L/100km on the combined cycle and given we’ve been seeing 6.8L/100km on our 70/30 urban/highway sprint, that seems spot on. Dry weight is 1,251kg.On The Outside It’s: A distinctively different vehicle for the second time round compared to version 1. The profile has a similar stance, with a steeply raked rear window line and hidden rear door handles, but it’s the front that has copped the biggest makeover. The distinctive mid-set headlights have been revised to reduce their prominence, and the formerly high-set driving lights that rode the fender’s ridge have been brought down to engage the top of the V grille for a far better integrated look. The rear loses the ovoid and bloated V shaped lights and now have a slimmer, more integrated, look. They’re sharper, have restyled interior designs, and go closer to matching the restyled front.On The Inside It’s: A comfortable place to be for an entry level vehicle. It’s a key start, for, umm, starters, with manual seats and no heating or venting naturally. They do have a surprising amount of lateral support and have adjustable lumbar support too. There is no DAB audio via the 8.0 inch touchscreen which again doesn’t default from the warning screen at all. It does have Android Auto and Apple CarPlay.The aircon is a bit off, as the lowest fan speed is sometimes too much in flowing air, and sometimes the coolest setting of the rotary dial is warm air, even when using the slightly redundant non-recirculating air tab. By slightly redundant, one tab to have recirculate on or off should suffice. The centre vents are three, a little unusual in count, and sit in a nicely hued grey plastic. This extends to the storage locker free centre console, which does, at least, house a pair of cup holders. At the dashboard end is a USB and 12V port pairing.

For the driver there is a colour info screen, accessed via tabs on the tiller’s left spoke. It’s friendly to both use and look at. Either side are standard looking analogue dials. It’s the same for the central dash controls; radio and aircon are dials and aside from the airflow, work as they should.Cargo space is decent enough with a lowish lip and a floor that’s under the lip itself. This isn’t terribly common for the class of vehicle as most have either a floor close to the load lip or level with it, so here it’s a pleasant change to be able to drop things down.

It’s the same with the seating and room. There’s good head, shoulder, and leg room for pretty much anyone that doesn’t play football or basketball. Leaving aside the lack of a centre console bin, there was rarely any sense of the front passengers rubbing elbows, and the rear pews, suitable for two people really, delivered no sounds of protest in regards to feeling cramped.On The Road It’s: Jeckyll and Hyde. The engine and DCT combination is abysmal. The DCT is problematic at best, with gaps that the Grand Canyon would think are huge when it comes to swapping between park, Drive, reverse. The time to re-engage is measured by calendars, not seconds. the problem is exacerbated by the time it takes for any torque to arrive on the scene when the accelerator is pressed at a Stop sign, for example. A driver could say “Beetlejuice Beetlejuice Beetlejuice” quicker than it takes for forward momentum to commence.

Once the Juke is underway and there is that characteristic three cylinder thrum, a wonderfully benign chassis is displayed. There’s a proper heft to the steering, good communication from the front wheels, almost agreeable braking feedback as well. It’s almost as if there were two different personalities for the Juke… The chassis dynamics aren’t the best in class but there isn’t a lot to dislike either. It’s decently composed in normal driving situations, with only the bigger and closer irregularities making the Juke feel uncertain on all four corners. Bump thump on speed reducers were noticeable more for the upper end of the suspension feeling softer otherwise the ride quality is of a pleasing enough level.

The best way to get the Juke rolling is with a egg-sensitive squeeze of the throttle. This tends to clamp the clutches together in a smoother manner and allows the progression of the go-pedal to engage the engine in a quicker manner. Coming into traffic from an intersection is where this method worked best, as once the car had some forward movement a harder press saw revs climb and take hold of those 180 torques. Rolling acceleration was much the same. There are two paddle son the steering column and these made a marginal improvement to how the driveline did its thing.The brakes are drum and disc, however the benefit of the Juke’s comparatively light-weight mass overcomes the ancient design of the drums. There was noticeable hints of the system feeling overwhelmed at times, with the ABS on the verge of intruding before deciding to sit back down.

A minor niggle was the Auto Stop/Start. On pickup, a fault light was displayed and using the tab to engage & disengage the feature did not remove it. However, later in the day, the system appeared to have reset as it didn’t show again.

What About Safety?: Juke in ST trim has six airbags, plus what Nissan term “Intelligent Emergency Braking” with Pedestrian and Cyclist detection. That’s elsewhere known as Autonomous Emergency Braking….Forward Collision Alert, reverse camera, Lane Departure and Blind Spot warnings are standard, as is Rear Cross Traffic Alert and rear parking sensors.

What About Warranty And Service?: Nissan offer all vehicle five years worth of 24/7 roadside assistance. That’s a good sweetener to start with. Then five years and unlimited kilometres carry the nice further. servicing costs will vary depending on vehicle however Nissan’s website has a link to allow owners to enter their VIN (Vehicle Identification Number) to provide a more concise pricing idea for the six capped price services.

At The End Of The Drive. The Juke ST suffers mostly from an under-torque delivering engine and a gearbox better suited elsewhere. Our final economy figure was still 6.8L/100km and we couldn’t help but feel that a more conventional transmission or, lawd help us, a CVT, would be better suited for the tiny 1.0L. Aside form that, it’s a decently enjoyable drive, with good handling and ride. It’s roomy enough inside for four and has the features the “younger people” would enjoy with the apps for connectivity.

Check out the Juke ST from Nissan for yourself here.

2020 Nissan Pathfinder ST-L N-Trek: Private Fleet Car Review.

This Car Review Is About: Nissan’s Pathfinder with the extra N-Trek equipment list. It adds some visual pizazz to the ST and ST-L specification which are two or all-wheel drive, with ours being the AWD ST-L version.

What Does It Cost?: In standard trim, and in V6 all wheel drive form, the Nissan website lists the standard ST-L V6 AWD spec at $64,111 drive-away. Nissan confirms the price as of September as $59,140 (recommended retail plus on road costs) and the N-Trek as $60,640 (recommended retail plus ORC) for the AWD. Opt for the 2WD version and it’s $55,640 (RRP plus ORC) for the standard and $57,140 (RRP plus ORC) for the N-Trek spec. Check with your dealer for your prices due to differing state charges.Under The Bonnet Is: Nissan’s well proven 3.5L V6 that drinks petrol at a quoted figure of 10.1L/100km on the combined cycle. With 202kW (6,400rpm) and 340Nm of torque on tap at 4,800 driving a CVT and an on-demand AWD system, we saw 12.3L/100km on our 70/30 urban to highway drive cycle. The drive system is selectable too, with Auto, a lock for 4×4, or 2WD. Left in Auto it drives the front wheels and splits to the rear as required.On The Outside It’s: Here that the N-Trek specification lies. Our vehicle was in Ivory Pearl, with Caspian Blue, Gun Metallic, Redstone, Brilliant Silver, and Diamond Black the colour options at no extra cost. N-Spec adds blackouts to the body, with a black V-grille, roof rails, door handles, mirror covers, and front and rear garnishes. The alloys are machined and black painted, and 18 inches in diameter. Continental supplies the 255/60 rubber from their CrossContact LX Sport range.

Nissan changed the exterior look some years ago, moving to a more organic looking style, which does a great job of visually minimising the big 5,042mm length. It’s tall and broad too, at 1,793mm and 1,963mm. The rear lights have a hint of Subaru’s older Liberty/Outback wagon, with a distinctive forward pointing V. Up front there’s a somewhat heavy look, with a alloy hued chin splitting the black plastic that runs from front to rear.On The Inside It’s: Showing its age in a couple of key areas. The dash colours and button layouts, plus a smallish 8.0 inch touchscreen look with no visual engagement. There is no DAB, no Android Auto, no Apple CarPlay, no smartphone charge pad. The touchscreen has the standard driver alert safety message but requires a press of the OK section to access the audio or map etc. It doesn’t automatically disengage at all, irrespective of how long it’s left.However, standard leather seats with two-step heating up front, multi-position and lumbar support electrically for the driver, tilt & fold and slide centre row, and pull-strap third row seats go someway to redressing those missing features. Centre row aircon helps for those behind the front seats, and plenty of glass to the sides plus two separate glass roof inserts provide plenty of airy sensation. The second row seats have two levers to provide a fold and slide for a completely flat load area of 2,260 litres from a start point of 461L. That centre row also feels higher than the front.The main control section on the dash is where the Pathfinder’s age is apparent; it’s busy with far too many buttons to take in at a glance. When the Pathfinder powers up and the OK button is pressed, the touchscreen’s default look is a map, and it’s something probably once seen in road map books.

The driver’s info screen is better, if not quite intuitively linked to the tabs on the steering wheel. A small recessed and not especially colourful screen shows the drive mode, economy, driver and car settings etc, but a rocker tab on the tiller that one would reasonably expect to move info around is actually the station selector for the radio.Nissan, though, have hidden away a surprise or two. The touchscreen has an apps button, and this takes you through to driver oriented info such as a G-meter, fuel flow and consumption, compass and steering orientation. It’s an odd thing given what is missing, but no less odd than having a 13 speaker premium soundsystem but no digital audio…

A CD player is fitted for those that do like their digital sounds and Bluetooth phone connection with voice recognition add some extra tech. Four 12V sockets are onboard, with three up front. The centre row faces the third zone aircon controls and a pair of USB ports.Forward vision is very good except for the 10 and 2 from the driver’s seat. The A-pillars are on the thick side and provide a blind spot that on some intersections blanked off traffic.

On The Road It’s: A rolling definition of a mixed bag. The V6 is a free revver and when spun in anger emits a decently rorty tune. The CVT is never truly terrible but there’s a sense it holds back the engine’s willingness. Off the line acceleration is ok in the sense that ok is quick enough but could be better. Underway it purrs along quietly and the CVT is geared to see under 2,000rpm at highway speeds. The ratio changes are noticeable but not excessive in their obtrusiveness to the way the Pathfinder feels whilst underway, and the CVT kicks down readily when required. There’s no manual shift option but a Sport mode, via a press button on the drive lever, is available. For the most part it’s superfluous.There’s a truly odd sense to the way the steering feels too. There’s an underlying sense of weight from torque steer, especially at parking speeds, but the steering is in need of constant attention, requiring hands-on 100% of the time. This brings, then, a sense of lightness in a truly odd contrast to that torque-steer heft. For all that, it’s by no means a hard car to steer.

Ride quality hovers somewhere around good; it’s supple enough, reasonably well tied down, but does exhibit some float at the top end of the suspension travel. It stands out by doing what it’s supposed to do but it does lack that sharpness, that crispness, as found in its competition.Most road surfaces are levelled out, sketchy surfaces tend not to duly trouble it. Perhaps some of that lack of sharpness is down to the near two tonnes (dry) mass the multi-link rear and strut front suspension deals with. By the way, it’s not intended to be anything other than a gentle soft-roader, with just 180mm of clearance underneath.

What About Safety?: There is a 360 degree camera system, for starters, Blind Spot Warning, Intelligent Cruise Control, and six airbags. Rear Cross Traffic Alert and Tyre Pressure Monitoring are also standard. Just in case, there is also second and third row occupant warnings and reminders. Rear sensors are standard, yet no front sensors are fitted.

What About Service And Warranty?: Five years, unlimited kilometres, and capped price servicing. It’s a 12 month or 10,000 kilometre cycle, with costs being $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.

At The End Of The Drive. The extra visuals from adding N-Trek aren’t quite enough to overcome the age of the Pathfinder, with the cluttered dash and lack of now commonly accepted features (smartapps, front sensors, for example) adding to the ticks lost collection. On the plus side is the reasonably neutral ride, the flexibility of the seating, and the seven seats themselves. It’s absolutely a family oriented, and family friendly, machine, but an update to bring it closer to its immediate competition. That’s longhand for “needs to get closer to the Koreans”.

Otherwise there are a few from Europe and a couple from Japan that can be compared, both favourably and non. From our point of view, the Pathfinder isn’t quite the winner but it’s not quite the loser. Drive one yourself at your Nissan dealership and check out the ST-L here.