2017 Infiniti QX60 AWD

For the second year in a row, Infiniti is making significant changes to its QX60 mid-size luxury crossover SUV. Following last year’s mid-cycle update that spruced up the QX60’s jelly-bean styling, lightly revised its interior, and improved the three-row crossover’s chassis dynamics, Infiniti’s massaged version of the Nissan Pathfinder enters the 2017 model year with a new 3.5-liter V-6 engine under its contoured hood.

Dubbed VQ35DD, the rejuvenated engine shares less than half of its parts with last year’s V-6. Horsepower is now rated at a stout 295, and torque rises to a healthy 270 lb-ft (gains of 30 and 22). A continuously variable automatic transmission again shuffles torque to the drive wheels, which are either the front two or, as in the example tested here, all four. Although we’d prefer a traditional planetary automatic, Infiniti’s CVT is a generally agreeable unit that imitates step shifts when heavy throttle is applied so as to avoid engine droning. Furthermore, a dedicated manual mode gives the driver seven preset ratios to swap among, while a dial on the center-console tunnel offers four driving modes: Standard, Sport, Snow, and Eco, the last of which engages Infiniti’s intrusive Eco Pedal on QX60s equipped with either the Driver Assistance package or—as installed on our test car—the Deluxe Technology package. The Eco Pedal works by adding resistance to the throttle, thus discouraging the driver from exercising a heavy foot. We generally left the QX60 in the Standard setting, although we occasionally switched to Sport for its slightly sprightlier throttle response. Sport mode also brings a tendency to rev the engine past 3500 rpm, where there is indeed more power accompanied by noticeable coarseness.

Debatable Dynamics

At the track, the QX60’s overhauled powertrain carried our 4654-pound test car to 60 mph in 7.1 seconds, 100 mph in 18.0 seconds, and through the quarter-mile in 15.5 seconds at 93 mph—gains of 0.7, 2.4, and 0.5 seconds compared with a 102-pound-lighter, all-wheel-drive 2013 Infiniti JX35 we previously tested. (The QX60 was known as the JX35 before Infiniti changed the name for 2014 as part of a Q-based rebranding scheme for its entire lineup.) Passing power saw a similar improvement, with the QX60’s 30-to-50-mph and 50-to-70-mph runs requiring just 3.8 and 4.7 seconds to complete, besting the earlier model by 0.5 and 0.2 second.

In spite of the engine’s additional grunt, EPA fuel economy remains unchanged at 19 mpg city and 26 mpg highway for QX60s equipped with all-wheel drive. Front-wheel-drive models, however, see city fuel economy fall from 21 mpg to 20 mpg, while the highway rating stays unchanged at 27 mpg. No matter the drive wheels, Infiniti asks that you feed the QX60 premium fuel. We averaged 20 mpg during our time with the crossover, or 2 mpg short of the QX60 AWD’s EPA combined rating.

Last year’s suspension tweaks marginally refine the crossover’s handling. Body roll is less pronounced and overall grip is improved, with the QX60 recording 0.79 g around our skidpad, 0.03 g better than the 2013 JX35. Even better, bringing the QX60 to a halt from 70 mph required just 177 feet, 4 feet less than the old JX35. For comparison, a 397-pound-lighter, all-wheel-drive Acura MDX circled our skidpad at 0.82 g but required 185 feet to stop from 70 mph.

Still, the QX60 continues to prioritize comfort over dynamic prowess, as the ride is marshmallow soft and steering effort is so light and overboosted that the wheel can be turned with a single finger—a boon for navigating crowded parking lots but a drag on driver confidence when navigating twisty two-lane roads or crowded freeways. Further adding to the QX60’s relaxed nature is a pair of soft and supportive seats for the driver and front passenger, and a spacious 60/40 split-folding second-row bench that slides, reclines, and can be tilted forward for third-row access even with a child seat in place, albeit only on the 40 side. Step-in height is low, as is lift-over height for the cargo area, accessed via a standard power rear liftgate that opens to reveal 16 cubic feet of luggage space with all seven seats in place. Meanwhile, the 50/50 split-folding third row can be quickly and easily folded flat to elongate the cargo area. With 30.8 inches of rear legroom, the QX60’s rearmost row is cramped but class competitive. Those seeking a roomier third-row option should check out the Buick Enclave, which provides its rearmost riders with an additional 2.4 inches of legroom.

You Get What You Pay For

Like its plebeian Nissan counterpart, the QX60 offers an experience that’s marred by subpar interior materials. Crudely cut upper door panels, a hard plastic dashboard, and trim pieces plucked from the cheaper Pathfinder blemish the QX60’s otherwise comfortable and sensible cabin that includes an easy-to-use, if button-heavy, infotainment system. Of course, with a starting price of $45,895 for the QX60 AWD (a front-wheel-drive QX60 costs $1800 less), this Infiniti is one of the least expensive entries in its class, undercutting the cheapest all-wheel-drive Buick Enclave by $795 and the base all-wheel-drive Acura MDX by $995, and the QX60 comes in at $4055 less than the four-cylinder Audi Q7 2.0T and $9855 less than a six-cylinder Q7 3.0T.

That being said, our loaded QX60 AWD test car rang the register at a hefty $60,545 thanks to optional extras such as a $500 coat of Majestic White paint and a quartet of packages: the $1800 Premium package (memory driver’s seat, heated steering wheel, roof rails, and more), the $2900 Premium Plus package (navigation, around-view monitor, rain-sensing wipers, and more), the $2150 Theater package (an 8.0-inch monitor in each front-seat headrest), and the $7300 Deluxe Technology package (adaptive cruise control, blind-spot warning, roof-rail crossbars, 20-inch wheels, a motion-activated power liftgate, and a lot more). Nevertheless, the $46,400 Nissan Pathfinder Platinum AWD equipped with the Family Entertainment package is just as functional and versatile as its classier Infiniti twin and happens to come with many—although not all—of the features highlighted on our QX60 AWD test vehicle.

Ultimately, the QX60 sits between a rock and a hard place. Consumers who value high-quality digs can find plusher (albeit pricier) alternatives from a cadre of luxury automakers. At the same time, customers disinterested in brand prestige may be better off looking at less expensive, but similarly equipped, mainstream mid-size crossover SUV alternatives.

Specifications >

VEHICLE TYPE: front-engine, all-wheel-drive, 7-passenger, 4-door hatchback

PRICE AS TESTED: $60,545 (base price: $45,895)

ENGINE TYPE: DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 213 cu in, 3498 cc
Power: 295 hp @ 6400 rpm
Torque: 270 lb-ft @ 4800 rpm

TRANSMISSION: continuously variable automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.2 in
Length: 196.4 in
Width: 77.2 in Height: 68.8 in
Passenger volume: 150 cu ft
Cargo volume: 16 cu ft
Curb weight: 4654 lb

C/D TEST RESULTS:
Zero to 60 mph: 7.1 sec
Zero to 100 mph: 18.0 sec
Zero to 120 mph: 30.7 sec
Rolling start, 5–60 mph: 7.5 sec
Top gear, 30–50 mph: 3.8 sec
Top gear, 50–70 mph: 4.7 sec
Standing ¼-mile: 15.5 sec @ 93 mph
Top speed (governor limited): 120 mph
Braking, 70–0 mph: 177 ft
Roadholding, 300-ft-dia skidpad*: 0.79 g
*stability-control-inhibited

FUEL ECONOMY:
EPA combined/city/highway driving: 22/19/26 mpg
C/D observed: 20 mpg