Long-overdue for an update, the 2022 QX60 is the first major redesign for Infiniti’s luxury three-row SUV since it debutedBack in 2012. The new QX60 is a beautiful re-imagining of its predecessor’s design matched with a total overhaul of the interior. New technology and more standard safety and convenience features round out the changes to the second generation, making it a better SUV.
The exterior of the 2022 QX60 retains the broad strokes and proportions of the previous model, but massages out the details for a more modern and streamlined look. I especially like the new hidden D pillar and horizontal chrome accents, which create a profile that’s much cleaner than before. With a black roof available in a two-tone colorway, the new QX60 looks lean, tall and low – all good things.
The new QX60 is actually quite tall – 14 inches to be precise – at 198.2 inches from bumper to bumper. Only 2 inches of that new segment is within the 114.2-inch wheelbase; The rest goes to free up more space for cargo and seating in the third row. With all seats in place, the QX60 has a 14.5-cubic-foot rear hold, which is 5.8 cubic feet larger than last year. Begin folding the third and second rows to see that the space expands first to 41.6 cubic feet and then to 75.4 cubic feet overall.
The front seats are Infiniti’s (and Nissan’s) zero-gravity buckets, designed to reduce pressure-causing discomfort during long drives. They are very comfortable and now come standard with leather upholstery. Autograph further upgrades the trim level to semi-aniline leather and adds massage function for both the driver and front passenger. It’s not the best massage I’ve ever had in my car, but I think it’s good enough. My Top Tip also steps up to second-row captain’s chairs with a handy center console that’s removable for easy cleaning or better access to the third row.
Overall, the QX60’s new interior looks luxurious, with waves-inspired stitching and quilted tan leather on a steady pond—the pattern hardens as you step down from the seat. The matte-finish wood on the dashboard contrasts well with the horizontal piano black vents and satin metal accents. The cabin of the QX60 once again looks like a proper luxury car, which goes a long way to justify its premium price tag.
The QX60’s engine bay is home to Infiniti’s 3.5-litre naturally aspirated V6. That’s good for 295 horsepower and 270 pound-feet of torque, which is a pretty decent amount of oomph for a vehicle this size. The standard nine-speed automatic transmission can be a touch hesitant to kick down under acceleration, but put your foot in the throttle — or grab one of the standard paddle shifters — and the SUV delivers confident passing power. can be persuaded to do.
Front-wheel drive is standard, but my QX60 features an optional all-wheel drive upgrade. Fuel savings for the AWD model are estimated at 20 city mpg, 25 mpg highway and 22 mpg combined, but stick with front-wheel drive to bump up those figures to 1 mpg across the board. Such numbers won’t knock your socks off, but they’re better than the previous QX60, and at least on par with this SUV’s competitors.
Drive modes give owners some control over the QX60’s performance. It has Normal, Eco and Sport modes, each with tweaks to transmission shift programming and throttle response. In practice, they don’t really feel that much different from each other.
The new QX60’s steering has good weight and the ride is firm and planned, yet either way the two have no real communication or connection with the road. It’s like Infiniti was trying to create a game-based feel, but neglected to include any actual game tuning. That’s fine – it’s not like the QX60 is a sports car or should even be rated at all – but it’s a weird side of toe off the performance line.
To Infiniti’s credit, the QX60 never feels too stiff and strikes a fine balance of compliance on bumps and body movement around turns. Road and wind noise is also well managed. I think the QX60 could benefit from adding an adaptive suspension to its list of options, but I also think a case could be made just as strong that most buyers at this price would benefit from the SUV’s taut road feel. would be completely happy.
The 2022 model year update brings with it a new standard 12.3-inch version of Infiniti’s InTouch touchscreen infotainment, which doesn’t win me over immediately. The new system looks great with sharp graphics and bright colors that really pop out of the screen. However, the menu system and organization feel half-done. The new QX60 does away with many of its dashboard shortcut buttons for a cleaner look, but the touchscreen interface lacks the persistent shortcut bar. This means that getting to the map from the satellite radio tuner requires circling the home screen or using the control wheel shortcut on the center console. Perhaps with more time I could develop muscle memory for the controller, but using the InTouch during my first drive is an awkward affair.
Fortunately, Wiredand wireless are standard, each offering arguably a better experience for onboard infotainment. The QX60 is also available with a 12.3-inch digital instrument cluster – which is actually much more intuitive thanks to its steering wheel controls – and a 10.8-inch heads-up display that shows turn-by-turn direction, speed and driver-assisted assist. Information.
What remains of the center stack buttons (mostly climate control) has been moved to a glossy black tactile-capacitive panel, which features a slight haptic click confirmation when pressed to replicate the feel of physical buttons. I don’t like it, but I’m quite set-it-and-forget when it comes to automated climate systems, so I’m not too pissed off. At least the temperature control and volume – the two bits I touch on most often – are still proper knobs.
The QX60 bears some of the best security technology Infiniti has to offer, starting with the optional ProPilot Assist. This hands-on steering-assist program feels quite natural. Adaptive cruise control keeps its distance behind a leading car without jerking or jerking, and stop-and-go functionality is improved. Adaptive Cruise also connects to the navigation system and can automatically change the cruising speed to match the posted speed limit or slow down slightly in preparation for the curve on the route.
Each QX60 comes standard with automatic emergency braking with pedestrian detection, automatic high beam, lane-departure warning, rear cross-traffic alert with blind-spot monitoring and rear auto braking. It’s a solid roster, even for the base Pure model. I especially like the touch of haptic vibration in the steering wheel when the lane-departure system is triggered—it’s like a virtual rumble bar and far less annoying than a beep or chime.
Infiniti continues to offer the best surround-view camera systems in the business – the brand was one of the earliest pioneers to popularize the technology. This is now augmented with an available Smart Rearview Mirror that switches from an optical mirror to a rear camera display with the flip of a switch, providing a live rear view even when the cargo or passenger head would otherwise be looking at the rear window. get blocked.
The new QX60 starts at $47,875 (including the $1,025 destination fee) for the base front-wheel-drive Pure model and tops out at $61,375 for the fully loaded autograph spec. All-wheel drive adds $2,000 to the bottom line, except for autograph trim, where it confusingly costs $3,000. Add another $900 for the “super-premium” deep Bordeaux paint in my example, to reach a tested price of $65,275. For more details on the mid-spec Lux and Sensory models, you can check out the full price breakdown.
The 2022 Infiniti QX60 arrives at dealerships this fall. The previous generation, despite being over a decade old, was already one of Infiniti’s best-selling models. Equipped with new technology and stylish modern makeovers, I am sure this new generation will enjoy similar success.
Editor’s Note: Travel costs related to this story were covered by the manufacturer, which is common in the auto industry. The decisions and opinions of Roadshow staff are our own and we do not accept paid editorial content.