All the better with a decent transmission, improved styling and a strong technical focus, it’s also running alone with that V6.

Price: $88,490

Powertrain: 3.5-litre petrol V6 202W/340Nm, nine-speed transmission, four-wheel-drive, overall average fuel consumption 11.4 litres per 100km, CO2 272g/km (WLTP-3).

Vital statistics: 5004mm long, 1978mm wide, 1798mm high, 2900mm wheelbase; luggage capacity 250 litres seven seats/554 five; 20 inch wheels.

We like: Much improved cabin environment, smarter styling, V6 improved with automatic.

Not so much: No alternate powertrains, low towing rating.

GROWTH in popularity of sports utilities has effectively offset all effort made in energy efficiency over the past 20 years.

That is to say, all the fuel we might have saved has been burned regardless because we’ve all gone to vehicles that are heavier and have larger frontal areas and less aerodynamic effectiveness than the sedans and hatchbacks they’ve come to replace.

If there’s a surefire way to bring a party mood down, it’s the above estimate, from a well-known and highly-respected international automotive weekly.

Autocar magazine is right in pointing this out, all the same. And they’d be just as correct in pointing out that while many in car production are changing their ways, fewer in car consumption are following suit.

It’s as if we at one level, accept the world in which live has to change, yet at same time chose to keep living as if it doesn’t. Which is bonkers and, yet, there we are.

Consideration of all this comes to mind when thinking about the latest, fifth-generation Pathfinder, a large, unibody seven seater - in Ti-L form tested - that uses the same platform and engine as the previous generation but has been completely restyled and achieves a new transmission.

It’s new generation and yet still old-school, patently flavoured for the only place it is built, the United States but also delivering a lot more polish than the predecessor, both in styling and how it deports.

Sticking with a petrol V6 that, of 3.5 litres’ capacity, is the largest calibre fossil fuelled weapon in a category where so many have downsized will be seen as bold or out of step, depending on your view. And how much time and money you like spending at fuel stations.

Nissan might well be pleased to have that point of difference. On the other hand, it might also be a little relieved that in a room others are working with four cylinder petrols, from 2.5s down to 1.6s, that Mazda is about to enter an in-line six into the fray, with the CX-60.

No question, it’s pleasant to be sitting behind such a richly-toned, smooth and brawny powertrain. The reward of better economy is also there - it’s no sipper, but 10.4 litres’ average from 450kms’ driving over a urban open road mix on test was good. Nissan advises 11.7L/100km as the official average. I wasn’t driving specifically in mind. A colleague who achieved 9.4L/100km out of the same vehicle over 1000kms says likewise.

Still, even his optimal came to up to three litres’ short of what others will deliver with rival models of similar size and 2000kg weight.

And doesn’t it seem a tad ironic that a brand with genuinely impressive credible Green credentials (Leaf, the first mass-produced electric vehicle; those smart e-Power drivetrains) restricts a model whose name defines as ‘leading the way’ to a well-proven engine from the Z sports car?

Another irony is that it has become less thirsty than before by divesting a transmission type the industry swears should make it more efficient. Fact is, though, the Pathfinder is all the better for having dropped out of the CVT crusade and achieved a nine-speed ‘old school’ automatic. What is technically a step back in time is a big move forward in real world operability.

The new box and this engine form a stronger partnership now; there’s no more ‘slipping clutch’ feel and irksome engine roaring at odd times.

While the outputs for this engine are not incredibly bold, it feels a lot more immediately muscular and is clearly a lot more relaxed. It never feels strung out or breathless. Anything but. Now it has what you always wanted; incredible refinement when cruising, where it simply purrs along, but nice bite and a touch of snarl under vivid acceleration.

Maximum torque is at a high 4800rpm so you’ll need to rev it out for the quickest and safest passing manoeuvres and the powertrain is at its most vivacious when in Sport mode, but obviously that’s not the one to nominate as a default if you’re thinking about fuel burn.

My preference was akin to my colleagues; for commuting I favoured Economy setting, which among other things regresses it to front-drive, and only entertained Sport when driving on roads that would suit that mode. Which, really, are roads that aren’t that exciting, because ultimately it’s a big, tall lug that has US-style suspension tune.

It’s not soppy, but neither is it tuned for corner chasing as some European SUVs tend to be. In designing this car to appeal to Middle America, Nissan appears to have been thinking geographically as much as in respect to actual customer type. It’s a cruiser.

That’s not necessarily a bad thing. Passengers will appreciate driver recognition that it’s not designed to reset the laws of physics. What I appreciated about the Pathfinder’s tune was that it adds serenity over most surfaces; including those in poor state. Yes, you do get some bump thump from potholes, but that’s to be expected with the weight and this flagship riding on 20-inch rims and tyres, two inches larger than the standard fit type.

That footwear and the Pathfinder being dressed quite snappily reminds that while this vehicle was originally designed to to a junior Patrol, these days it really configures as an urbanite family runner with decent off-road aptitude.

Flicking the Drive Mode knob to the left gets you into the off-road modes; Snow, Sand, Mud/Ruts. There is a button in the middle of the Drive Mode knob to engage Hill Descent Control. All these work well, but the other setting that’s new, tow mode, is probably the one that’ll be all the more utilised - though, sadly, not in this instance as the tester lacked a tow bar. Given how brawny it is in apperance, it’s interesting that the Pathfinder’s maximum rating is 2700kg. That’s might seem a bit lite for some.

When it comes to hauling passengers, Pathfinder goes typically big. If family comes first, then the $5000-cheaper Ti AWD will be the preference, as it is an eight-seater with a two-plus-three-plus-three configuration.

With this Ti-L, the second-row bench seat is pulled for two individual and generously-sized - because, America, remember - captain’s chairs, each with ISOFIX mounts, making it a seven seater.

Those centre row thrones are very comfortable and have all the expected adjustments, including fold-up armrests on the inboard side. They also have a cool trick when it comes to providing third-row access; push a small button and the entire chair pops up and pivots forward.

While the rear-most seating is really for small to medium-sized bodies - two, rather than three, because the cabin’s not that wide there - you can imagine kids squabbling to occupy the central seats, pulling down the window blinds to ensure their privacy then hooking their devices into the US-B/US-C ports on the back of the centre console.

Both Pathfinder variants have tri-zone climate control, full leather interior trim, electrically adjustable driver’s seat, heated front seats and second-row outboard seats, rear sun blinds, 13-speaker Bose sound system, touchscreen infotainment with wireless smartphone mirroring and satellite navigation, and a colour head-up display that projects vehicle speed and other important information onto the windscreen for the driver. the Ti-L adds a power-adjustable front passenger seat, 12.3-inch digital instrument cluster, a power sunroof, ventilated front seats, digital rear-view mirror, rain-sensing wipers and ambient interior lighting.

TheTi-L’s environment is practical - there’s lots of legroom in the front and central part of the cabin, plenty f headroom even with that big glass roof - and while the boot is just 250 litres with all three seat seats in place, that’s enough for shopping or several overnight bags, plus there’s an underfloor bin. If you need more luggage space, the third row folds flat, liberating 554 litres.

Given the primary market, it’s understandably plush, perhaps just beyond sensibility. You’d be hoping small grubby hands don’t despoil near the light beige roof liner. US eccentricities like that complex video display mirror; which operates either as a regular mirror but becomes a video screen to maintain allow a clear rearward view in instances when the cabin is packed with passengers, are ideas that should appeal more than they do. I just figured, why not use the wing mirrors?

Pathfinder also gets a full suite of active safety bannered as ‘Intelligent Mobility'. Occupants are covered by nine airbags including full-size airbags protecting all passenger rows, too, plus a centre bag between the front seats; detail that lends to it gaining a ANCAP five star.

It takes the semi-autonomous functionality, which Nissan calls ProPilot, that links the intelligent cruise-control system with steering assist to keep it in its lane and maintain vehicle-to-vehicle distance and speed. Basically, it’s there to help, is sometimes - as is often the case - overly eager to do so and, on occasion, tries to steer and brake you when it’s not actually needed.

The tech that works more seamlessly is that involved with the infotainment. This side of things is a big step forward for Nissan; the old car’s was a mess that, thankfully, is this time around all cleared up.

The centre screen couldn’t be called generously-sized, and is landscape at a time when most makers prefer portrait, but it’s large enough to show all you need, is intuitive and easy to use. The system gives owners the ability to customise the home screen with frequently used apps, which is nice but likely to be under-utilised as it’s also set up for tethered and wireless Apple CarPlay and Android Auto, so either one is bound to be preferred. As much as a lot being run through the screen, Nissan is smart enough to realise that sticking to physical buttons for the climate system is a good move.

In addition to the central infotainment screen, the Ti-L has a 12.3-inch digital driver display and that 10.8-inch head-up display projected on the windscreen. More than enough to keep an eye on everything that’s important.

Being a big rebuild rather than a totally fresh effort is no issue for the Pathfinder; save in one respect. The new design works well for it and the electronic technology, in the main, is an attraction, save that the driver assists are a touch too intrusive. But you could live with that.

Could you live with the fuel bill, as well? The test put the car through what could construe as normal driving, including some off-road, but with light occupant loads and of course, there was no towing. You;’d think a lot of potential buyers would want it for that role.

SUVs can escape the fuel hog image issue, but only with the right kind of powertrain. In that context, Nissan is being awfully brave not offering an engine option that is more in keeping with the tone of the times. It might not necessarily be as rewarding to drive with something other than this V6, but a hybrid alternate just looks to be the thing to have on any CV these days. Even though it is penalised by Clean Car, diesel remains a solid choice for a big working SUV.

Vehicles such as this have long model life cycles. With that in mind, it could be that the V6 is a stopgap until this car adopts an upscaled version of the e-Power system that’s just reached the X-Trail medium SUV and Qashqai small SUV. If that’s the case, then it would be well-positioned to front the pack. At the moment, though, it pretty much hunts alone.