2004 Infiniti Qx56 Review

Go Big or Go Home

Nissan, and its Infiniti luxury division, has grown exponentially over the last few years, in both sales and model numbers. But after riding around in one of the automakers new full-size truck models, which include the Nissan Titan pickup, Armada sport utility and Infiniti QX56, its easy to see that the Japanese company has grown in other ways too.

What massive machines, among the largest in their respective classes. The Titan dominates in the light half-ton pickup crowd, while the Armada and QX dwarf class leaders such as the Chevy Tahoe and Ford Expedition. OK, maybe dwarf is an exaggeration, but it is larger than these SUV mainstays. Of course, we should leave the entry-level brands behind, other than to mention the Infiniti model is marginally larger than the Nissan, and I mean marginally when I say that. Exterior dimension comparisons put them both at an identical 206.9 inch length, while the QX56 is a nominal 0.04 inches wider at 78.8 inches, and 0.08 inches taller at 78.7 inches. Its wheelbase is actually shorter than the Armadas by 0.04 inches.

Compared to its Lexus LX rival, however, the QX is a gargantuan leap up the utility scale - that is if size truly does matter. No one will question the LX when it comes to off-road capability, being based on Toyotas legendary Land Cruiser, but Infinitis flagship ute is quite capable off-road and for towing and hauling volumes of people and gear the QX is the clear leader.

When it comes to towing the QX dominates with an impressive 8,800 pound capability, comparing favorably over the LX 470s 5,000 pounds. The same goes for load carrying capacity, with total volume of 6,063 pounds compared to the Lexus 5,533 pounds.

Dimensionally, on the outside that is, the LX 14.4 inches shorter, 2.4 inches narrower, 5.9 inches shorter, and rides on a wheelbase thats 11.0 inches smaller. That said the Lexus curb weight is only slightly lower at 5,401 pounds compared to the Infinitis 5,631. The extra 229 pounds doesnt make the Infiniti feel more substantial, however, as probably more to do with the Lexus much higher $64,475 sticker price than any solidity issue.

With the fact that you can get into a $47,400 QX56 for $17,075 less than an LX 470, maybe it doesnt make the best comparison vehicle. Also, dont expect the LX to last much longer in its current form, expected to ride on the next generation Toyota Sequoia platform just after it debuts in about a years time. More comparative would be Cadillacs Tahoe-based Escalade or Lincolns Expedition-derived Navigator. These enter the picture at $52,635 and $48,965 respectively, and offer a lot for the money.

So that we dont lose track, purely from a pragmatic perspective the two domestic SUVs are quite accommodating. Each seat seven comfortably, just like the QX, and each includes a third row that folds flat into the floor to make loading cargo easier. Cadillac offers a longer wheelbase ESV version, which is basically a Chevy Suburbanized Escalade, but considering it is priced near $60K in base trim and nears $70K when fully optioned out, its not a fair comparison. Lincoln wins the ease-of-use award for this category, by offering the same power-actuated third row as is available in its Ford Expedition cousin. Neither the Cadillac nor Infiniti offer such a convenience booster. All come equipped with remote-controlled power-operated rear liftgates, although being that this feature actually premiered in Chryslers Town & Country and is now available in more commonplace minivans makes it less exotic, and completely expected in top-trim luxury utes. Its convenient just the same, and still draws a small crowd of gaping onlookers when in operation.

But it doesnt get the cheers of the Navigators powered running boards, also not available on any competitors vehicle. To me, these are mere conversation pieces, however, and only serve to wow would-be buyers in the showroom and separate Lincolns flagship SUV from other luxury conveyances. I would also be concerned of how all the servos and electronics will stand up over time, and if well start seeing Navigators running around with one non-functional step lowered and the other tucked underneath the rocker panel after the warranty runs out.

No, after spending some time with Infinitis new QX I find its technology much simpler than that in the Lincoln, and as far as design goes much less distinctive inside. The same goes for its exterior design, when compared to the Escalade at least. Or maybe it isnt that the QX is less distinctive than either of these two domestics, its just that the Japanese truck hardly deviates from its lesser priced Nissan relative. This is not necessarily bad, as the Armada looks pretty nice from all angles. Infiniti has obviously modified the grille, headlight cluster and front fascia, giving it the brands four-horizontal-slat, chrome-trimmed trademark look, a much less foreboding design than the Armadas tough as nails, eats-up-and-spits-out economy cars for lunch appearance.

But any attempt to distinguish the QX from the Armada from the front corners rearward was halfhearted at best. The side profile and rear end design is identical, other than hardly noticeable taillight clusters, sporting LEDs in the Infiniti. In a way it reminds me of what the Escalade looked like when Cadillac first launched it, albeit Infiniti has at least modified the grille. Still, it wasnt distinctive enough and the model did not sell well. I dont know if this is why QX sales are low, but more likely its a combination of a lot of things including slowing full-size SUV sales due to exorbitant fuel costs.

That begs the question of why the QX exists at all. I suppose when the model was
in its planning stages full-size luxury SUVs were getting nabbed right off the back of the transporter truck let alone the showroom floor, so it makes sense Infiniti dealers would have been petitioning the brand to give them one. But the Armada was extremely late to the SUV party, and even when it arrived most auto market analysts were questioning if it was too much too late. Sales of the big Nissan, which have been anything but brisk, seem like proof that these experts may have been right.

I suppose it didnt take a heck of a lot of work to reposition the Armada as a QX56 either, at least compared to all the efforts Cadillac and Lincoln have made to distinguish their luxury SUVs. On the inside the QX is a thoroughly upgraded Armada, arguably offering the sound deadening refinements and materials quality the Armada should already have incorporated considering its near $48K fully-loaded price tag. Personally, I like the changes made to the QX, and if in the market for a luxury trailer-tower would take it over the Armada. For instance, the greenhouse pillars are all cloth in the Infiniti, compared to hard plastic in the Nissan, and the roofliner is much higher quality. It seems like there are much nicer plastics all-round, but I didnt have an Armada close at hand to compare it with so I cant verify that point. The wood, however, is a major step up over the faux metal that covers conspicuous interior trim, including the lower console, door grips and steering wheel, the latter just leather on the Armada. Not only is this wood nicer than anything available with the Armada, but its some of the best in the industry period. Maybe Im just a sucker for light-color stains, or that feeling a solid plank of high-quality furniture exudes, but either way the wood does a lot for me.

Much in the same way Infinitis decision to use real aluminum trim on the center stack, tucked under the shroud like a frame topping off the unique orange-backlit instrument cluster, and elsewhere throughout the cabin, makes all the difference. The luxury division upped the seats to Italian-designed Sojourner leather, a higher quality than that in the Armada, while the brands requisite oval clock replaces the Armadas digital unit. While using the same dash-level cutout as the Nissan, Infinitis navigation system display is slightly more integrated.

But thats after the aforementioned items, thats where the differences between the QX and Armada end. Everything else is more or less identical, including the steering wheel (excepting the wood inserts), the audio and cruise controls integrated into the stalks, column switches, dash switches such as those for the liftgate, power-actuated pedal adjusters, and park distance control buttons located at the lower left near the drivers door. The 4WD dial on the dash is also identical to the Armada; as are all the air vents, not made of the plastics quality expected in the premium class either. The auto shiftgate is finished in an aluminum-like plastic but otherwise is exactly the same unit as on the Nissan, and the center stack just above, in its entirety, is the same. This includes the audio system, which incidentally is extremely good and integrates an in-dash 6-disc CD changer, and the automatic heating, ventilation and air conditioning system.

The HVAC system is also identical, which I have to admit was a bit of a letdown. It works well, with large enough dials for use with stubby fingers or even gloves, but just like in the Armada the fitment of all the pieces feel loose and hardly robust enough to weather the test of time. Maybe this will not be an issue in later years, but even so, they just dont feel up to the quality levels expected in an Armada let alone the upscale QX56.

But despite a few less than premium quality trim pieces, every time I drove the QX I came back smiling. Like most Infinitis, the brands full-size SUV feels like a class leader in driving dynamics. It goes quicker, stops faster, turns in easier and negotiates emergency moves more adeptly than any of its full-size rivals.

The first, acceleration, is taken care of via a wonderfully throaty 32-valve, DOHC 5.6-liter V8. The big engine makes 315 horsepower at 4,900 rpm and 390 lb-ft of torque at 3,600 rpm. Thats 10 more horsepower and 5 additional lb-ft of torque than the Armada, which it needs due to its slightly heavier 2,554 kg (5,631 lb) curb weight. How does it fare against the Escalade and Navigator? Quite well actually, which is what I expected considering the swift kick in the backside that the QX gives its occupants when getting full onto the throttle from standstill. The QX56 scoots to 100 km/h in about seven and a half seconds (dont go by the 10.7 seconds shown in the technical specs section of this website as the number is way off). Thats highly respectable considering its overall mass, and makes sense being that the Escalade and Navigator manage the feat in 8.7 and 7.8 seconds respectively. The Infinitis slight edge comes down to a variety of factors, including its
additional 15 ponies over the equally sophisticated but less brawny 300 horsepower 5.4-liter Navigator V8, which also gets 4-valves per cylinder and DOHC. It loses 30 to the 345 horsepower 6.0-liter OHV V8 in the Escalade, but compensates with 10 lb-ft more torque and a substantial 35 lb-ft over the Lincoln. Its lower curb weight also helps. As just mentioned the QX56 weighs in at 2,554 kilos (5,631 pounds) compared to the next heaviest Navigator at 2,595 kg (5,721 lbs) and the brutish Escalade at 2,635 kg (5,809 lbs). Its acceleration advantage is also partially due to its gearing. The QX sports a 5-speed automatic transmission compare to the 4-speed units featured on both the Nav and Escalade.

More important than the numbers is the pull off the line. With a purposeful application of the throttle the QX snaps to attention, and instantaneously charges forward leaving most everything behind in its substantial wake, including about 10 bucks worth of tailpipe fumes. To be fair, most of the attributes that make the Infiniti a better performer also enhance fuel economy, but at 18.1 L/100 km (13 mpg) in the city and 12.1 L/100 km (18 mpg) on the highway (4WD version), if driven in the manner just mentioned its 105 liter tank will be empty in no time.

The throttle doesnt have to be so forcefully applied in order to take advantage of the QX56s agile handling, however, as it likes to remain in higher gears and use its torque to push it through the corner. And it will corner, more impressively than you might dare to attempt - which might be smart considering all the news over SUV rollovers lately. Such criticism is more about accidence avoidance mind you, something that any top-heavy sport utility will find more difficult than the average car if driving at highway speeds. For regular high-speed handling the QX is superb, negotiating both long sweeping highway bends and short, tight back-to-back “S” curves with confidence inspiring agility. Of course, its still an SUV so mass, velocity, gravity and all the other 11th grade physics properties still
apply, but considering its shear hulking bulk, its a pretty athletic piece of machinery.

The QX56 large 18-inch rims and P265/70R18 tires connected to a fully independent suspension setup, which is quite the opposite of what underpins the Escalade at least - the Navigator is fully independent too. While the Caddy gets standard 17-inch wheels on P265/70R17s, and an independent suspension up front, but a conventional truck-like solid rear axle out back, considered better for towing and hauling heavy weights, and appreciated by off-road enthusiasts, but not for everyday driving.

So if a fully independent setup is not as good for towing, how does the QX measure up? Ironically the Infiniti out-tows its domestic competitors with a capacity of 3,992 kg (8,800 lbs). The Cadillac takes second at 3,856 kg (8,500 lb) and the Lincoln a close third at 3,810 kg (8,399 lbs).

And in the end towing is what a vehicle like the QX56 is all about. If you dont have a large trailer or medium size boat, then a minivan will do. But if your summers include long trips with an Airstream attached to the hitch or weekend jaunts up to the lake with a Bayliner 225 in tow, then the QX56 is ideal.

It fixes almost every Armada problem, and at $73,800 only costs about $10K more when the Nissan is loaded up. The QX comes fully loaded already, DVD player and navigation/dual-zone climate control package included, which makes the final decision, the choice between eight exterior colors and two interior schemes, a lot easier.

And finally, as I mentioned earlier, this price undercuts the competition too, just another reason why the QX56 might be the ideal choice for your hauling needs. If you need more reasons, Infiniti joins Cadillac in the 2004 J. D. Power and Associates Initial Quality Study (IQS) top ten, actually ranking 8th compared to the Cadillacs 2nd place showing, both well ahead of Lincolns below average 19th placement. What about the same analytical firms Vehicle Dependability Study (VDS)? Infiniti beat both domestic nameplates for reliability, but not by much. It came in 3rd just behind 1st placed Lexus and 2nd positioned Buick, but Lincoln was 4th and Cadillac 6th. Being that the study included 37 nameplates the difference between each brand is nominal.

And like everything a premium SUV buyers decision will come down to the usual variables. All the trucks are priced similarly, are large enough, quick enough and offer good enough handling for the class, but Lincoln sets itself apart with the most inviting interior and Cadillac doles out the most compelling exterior styling. This leaves the more entertaining Infiniti with few prospects, despite deserving greater attention. It suffers a similar fate to the other Infiniti Q-ship, the Q45. While an excellent car, easily competitive in its class, it gets overshadowed by the big European brands. The QX56 gets overshadowed by the big domestics, Cadillac and Lincoln owning this market and Lexus pickup up most of the scraps with its GX and LX models.

And the fact that the QX gets overlooked is a shame. Its a very good sport utility that sets its owner apart from everything else on the road. The fact is, if you want to be different, to drive something totally exclusive and still completely reliable, the QX56 is a smart choice. I know one thing is for sure, youll get to where youre going with a grin on your face.