Do heart transplant patients assume some of the qualities of the donor? What happens to those who get a baboon heart? It would certainly explain Jerry Falwell. For the 2001 model year, the QX4 essentially receives a cardio-transfer in the form of the 240-horsepower V6, derived from the Nissan Maxima powerplant. It truly alters the character of the truck from slug with lavish accoutrements glued on to well-rounded performer.
The refinements rendered to Infiniti's SUV since its 1997 introduction currently makes it one of the fairest choices if you seek a combination of truck utility and a car-like ride. With a responsive four-speed transmission that efficiently makes the most of the smooth-revving and refined 3.5-liter V6 engine, this truck bears little resemblance to the previous asthmatic version. The motor's 240 horses and 250 foot-pounds of torque swiftly react to throttle nudges, with only mid-range passing power falling slightly short of stellar. Thanks to the liquid engine mounts, we were enchanted with drivetrain refinement and lack of NVH. Its 9-second zero-to-60 acceleration run is impressively fleet for a 4,325-pound truck.
While we noted that this premium-labeled vehicle sports rear drum brakes (we prefer four-wheel discs, vented if we can get 'em), stopping performance was still excellent, with a well-modulated pedal and smooth, consistent, brief (60 to zero in 130 feet) halts. Linear, responsive steering, with its turning circle of 37.4 feet, confirmed that this is a more nimble, maneuverable handler than, say, the Lexus RX 300, with a sizeable 41.3 feet required to pull a 360.
Aside from city driving, we donned our lederhosen and ran up Highway 18 to the traditionally Bavarian town of Big Bear Lake to celebrate Oktoberfest. Serpentine mountain roads posed no challenges for the QX4, with a blithely composed suspension and compliant tires resulting in a remarkably car-like ride. With the Auto mode engaged and the transmission smartly holding third gear, the QX4 further perked up an already pleasurable jaunt.
Off-road, however, the Infiniti had difficulty soaking up ruts and deep dips; its suspension easily bottomed out. A run on a frighteningly steep, rocky trail in 4-Lo mode required our intrepid editor-in-chief to exit the safety of the truck and direct the ascent and descent. Although a surprisingly low cowl and large side mirrors resulted in excellent visibility, the truck just doesn't bestow the same confidence off-road that a Jeep Grand Cherokee would. Wheel articulation is lacking, and pavement-biased tires mean that traction in the dirt is compromised. This is not the vehicle to choose for serious boulder bashing.
The idiot-proof, dash-mounted All-Mode 4WD system is simple to operate, and on dirt sweepers and easy trails, the QX4 drifted with ease. If you intend to use your QX4 like most buyers will, how about going for the 2WD model, new for the year? It'll lighten the truck, as well as fatten your wallet to the tune of $1,400.
Huzzahs are in order for the navigation system that even maps isolated mountain trails. The bird's-eye view was quite an interesting novelty, with its aerial display simulating a copter ride. However, it's not a single-disc DVD-based system, as in the new Acuras, which means that you need nine CD-ROMs to be able to go from coast to coast. While the touch screen facilitated operation, the system as a whole wasn't easy to operate or terribly intuitive. Also, the control buttons surrounding the navigation system are minute, with tiny markings. But look behind the screen, and, lo, a six-disc CD changer is revealed.
For the purpose for which the QX4 was built, it excels. After a brisk walk in the crisp, fall air, the heated leather seats coddled us in comfort - it was like we were sitting in a giant, cupped hand. The interior was almost faultless. We were shocked - SHOCKED - to find that the visually and tactilely pleasing maple gracing the steering wheel and dash was merely a facsimile - we should have known by the too-perfect gold sheen glinting in the sunlight. Conversely, in the Lexus RX 300, we were shocked to discover that the (false looking and feeling) wood was indeed real.
Gripes were limited to minor details, such as the too-small buttons on the swell-sounding audio system. One eagle-eyed driver pointed out that the overhead console is identical to the one found in the Pathfinder, with casting "flash" lines visible in the rather shiny plastic finish, a flaw which belies the image of an Infiniti. Also, a faulty rear hatch lock on our test vehicle had us pulling over to shut it correctly several times. While the hatch door didn't fly open, it was disconcerting to hear a rattle and see the dome light flash. Otherwise, fit-and-finish was excellent both inside and out.
And of course, no Pathfinder/QX4 review would be complete without griping about the cramped rear quarters, further exacerbated by a narrow door opening. Although some will be quelled by the reclining rear backrest, think of this: the QX4 offers 31.8 inches of rear legroom, enough to garner complaints from rear passengers of all sizes. In comparison, the Acura MDX offers half a foot more.
The QX4 is a solid truck, and we can't find much to criticize. What detracts from its attractiveness is its doppelganger, the Pathfinder. A similarly equipped LE is $5,000 less. What'll the extra premium for the Infiniti get you? In terms of equipment, you'll have access to optional 17-inch wheels, a telematics communications system and heated rear seats. Standard are the elegant analog clock and xenon headlamps (usually a $500 option). What's more, you receive such intangibles as a better warranty (a 4-year/60,000-mile, versus Pathfinder's 3-year/36,000-mile), mollycoddling customer service reps, and, of course, the utter confidence and self-esteem you'll get from peers that comes with owning a premium brand vehicle.
When all is said and done, the notoriously tightfisted Edmunds.com bunch would stick with the Pathfinder LE, with an identical engine, underpinnings, similar option list and as nearly as opulent an interior.
If you have the wherewithal to afford it, we wouldn't deem you crazy for buying the Infiniti, if only to avoid slumming it at the service center with lowly Sentra owners. But it's off to the Riverview Convalescent with your loony butt if you don't test drive the new Acura MDX as well, with its amazing commodiousness, third-row seats and a price that maxxes out at just under $40,000.
The refinements rendered to Infiniti's SUV since its 1997 introduction currently makes it one of the fairest choices if you seek a combination of truck utility and a car-like ride. With a responsive four-speed transmission that efficiently makes the most of the smooth-revving and refined 3.5-liter V6 engine, this truck bears little resemblance to the previous asthmatic version. The motor's 240 horses and 250 foot-pounds of torque swiftly react to throttle nudges, with only mid-range passing power falling slightly short of stellar. Thanks to the liquid engine mounts, we were enchanted with drivetrain refinement and lack of NVH. Its 9-second zero-to-60 acceleration run is impressively fleet for a 4,325-pound truck.
While we noted that this premium-labeled vehicle sports rear drum brakes (we prefer four-wheel discs, vented if we can get 'em), stopping performance was still excellent, with a well-modulated pedal and smooth, consistent, brief (60 to zero in 130 feet) halts. Linear, responsive steering, with its turning circle of 37.4 feet, confirmed that this is a more nimble, maneuverable handler than, say, the Lexus RX 300, with a sizeable 41.3 feet required to pull a 360.
Aside from city driving, we donned our lederhosen and ran up Highway 18 to the traditionally Bavarian town of Big Bear Lake to celebrate Oktoberfest. Serpentine mountain roads posed no challenges for the QX4, with a blithely composed suspension and compliant tires resulting in a remarkably car-like ride. With the Auto mode engaged and the transmission smartly holding third gear, the QX4 further perked up an already pleasurable jaunt.
Off-road, however, the Infiniti had difficulty soaking up ruts and deep dips; its suspension easily bottomed out. A run on a frighteningly steep, rocky trail in 4-Lo mode required our intrepid editor-in-chief to exit the safety of the truck and direct the ascent and descent. Although a surprisingly low cowl and large side mirrors resulted in excellent visibility, the truck just doesn't bestow the same confidence off-road that a Jeep Grand Cherokee would. Wheel articulation is lacking, and pavement-biased tires mean that traction in the dirt is compromised. This is not the vehicle to choose for serious boulder bashing.
The idiot-proof, dash-mounted All-Mode 4WD system is simple to operate, and on dirt sweepers and easy trails, the QX4 drifted with ease. If you intend to use your QX4 like most buyers will, how about going for the 2WD model, new for the year? It'll lighten the truck, as well as fatten your wallet to the tune of $1,400.
Huzzahs are in order for the navigation system that even maps isolated mountain trails. The bird's-eye view was quite an interesting novelty, with its aerial display simulating a copter ride. However, it's not a single-disc DVD-based system, as in the new Acuras, which means that you need nine CD-ROMs to be able to go from coast to coast. While the touch screen facilitated operation, the system as a whole wasn't easy to operate or terribly intuitive. Also, the control buttons surrounding the navigation system are minute, with tiny markings. But look behind the screen, and, lo, a six-disc CD changer is revealed.
For the purpose for which the QX4 was built, it excels. After a brisk walk in the crisp, fall air, the heated leather seats coddled us in comfort - it was like we were sitting in a giant, cupped hand. The interior was almost faultless. We were shocked - SHOCKED - to find that the visually and tactilely pleasing maple gracing the steering wheel and dash was merely a facsimile - we should have known by the too-perfect gold sheen glinting in the sunlight. Conversely, in the Lexus RX 300, we were shocked to discover that the (false looking and feeling) wood was indeed real.
Gripes were limited to minor details, such as the too-small buttons on the swell-sounding audio system. One eagle-eyed driver pointed out that the overhead console is identical to the one found in the Pathfinder, with casting "flash" lines visible in the rather shiny plastic finish, a flaw which belies the image of an Infiniti. Also, a faulty rear hatch lock on our test vehicle had us pulling over to shut it correctly several times. While the hatch door didn't fly open, it was disconcerting to hear a rattle and see the dome light flash. Otherwise, fit-and-finish was excellent both inside and out.
And of course, no Pathfinder/QX4 review would be complete without griping about the cramped rear quarters, further exacerbated by a narrow door opening. Although some will be quelled by the reclining rear backrest, think of this: the QX4 offers 31.8 inches of rear legroom, enough to garner complaints from rear passengers of all sizes. In comparison, the Acura MDX offers half a foot more.
The QX4 is a solid truck, and we can't find much to criticize. What detracts from its attractiveness is its doppelganger, the Pathfinder. A similarly equipped LE is $5,000 less. What'll the extra premium for the Infiniti get you? In terms of equipment, you'll have access to optional 17-inch wheels, a telematics communications system and heated rear seats. Standard are the elegant analog clock and xenon headlamps (usually a $500 option). What's more, you receive such intangibles as a better warranty (a 4-year/60,000-mile, versus Pathfinder's 3-year/36,000-mile), mollycoddling customer service reps, and, of course, the utter confidence and self-esteem you'll get from peers that comes with owning a premium brand vehicle.
When all is said and done, the notoriously tightfisted Edmunds.com bunch would stick with the Pathfinder LE, with an identical engine, underpinnings, similar option list and as nearly as opulent an interior.
If you have the wherewithal to afford it, we wouldn't deem you crazy for buying the Infiniti, if only to avoid slumming it at the service center with lowly Sentra owners. But it's off to the Riverview Convalescent with your loony butt if you don't test drive the new Acura MDX as well, with its amazing commodiousness, third-row seats and a price that maxxes out at just under $40,000.
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