Review: Infiniti FX

Infiniti has given up details, photos, and pricing on the 2012 FX35 and FX50. Scheduled to reach dealers in early October, the new FX has an updated grille, fascia, wheels, and instrument cluster. The company also announced an FX35 Limited Edition for 2012.

 

The 2012 FX’s grille takes on a slightly new shape, pinching inward from the sides at about the level of the lights. Also, the bars running the length of the grille no longer feature that wavy design of old, and now feature a clean, straight shape. The 20-inch wheels are redesigned for a new look. Inside, there is a slightly different display between the gauges.

 

The Limited Edition FX35 AWD features an Iridium Blue paint job, ten-spoke, twenty one-inch wheels, V-rated all-season tired, dark tinted headlights with adaptive lighting system aluminum pedals, and some technology, such as the hard-drive navigation system and Around View Monitor as standard. Only 550 units will be produced for the US.

 

The FX35 with the 3.5-liter V-6 will start at $43,450 for the rear-wheel-drive version, $44,900, for all-wheel drive, and $51,550 for the FX35 AWD Limited Edition. The 5.0-liter V-8-powered FX50 AWD will begin at $59,350.

 

Scroll down for more details in the press release from Infiniti.

 

Too often, special editions are just cosmetic upgrades. So you can forgive us for thinking that the Infiniti FX Sebastian Vettel was just that, a group of cosmetic upgrades with the Formula 1 World Champion’s name on them. Oh how wrong we were.

 

Working in conjunction with the driver of Kinky Kiley, Infiniti has built a seriously quick FX. Starting with a standard FX50S Premium, Infiniti bumped the power of the 5.0-liter V-8 up from 385 to 414 thanks to a freer-flowing exhaust and revised ECU. The transmission features a longer final gear ratio, allowing it to hit a top speed of 186 miles per hour (as opposed to the electronically limited 155 of a standard FX50). The FX SV also features extensive use of carbon fiber, which served to cut 101 pounds of body fat. Finally, the suspension has been lowered three-quarters of an inch to increase aerodynamic efficiency and handling.

 

Impressively, Infiniti has also managed to increase downforce by 30 percent, while reducing drag five percent. Those improvements are thanks to the lower ride height, a revised grille, a front splitter, revised door mirrors, a rear diffuser, and a rather hefty rear spoiler.

 

Infiniti claims that Vettel uses his personal FX on a fairly regular basis. The only question we have now is, what will he name it?

 

Please scroll down for the official press release from Infiniti.

 

The Infinti FX is quite a favorite here in the Winding Road offices. It’s the rare luxury crossover that is fun to drive, featuring responsive and engaging controls, a fair amount of feedback balanced between the steering and the chassis, and a cockpit that encourages the driver to focus on driving.

 

It used to be, though, that if you wanted a fun FX, you needed to opt for the FX50, as its 5.0-liter V-8 was a great fit for sporty CUV. With 390 horsepower and 369 pound-feet of torque, the 5.0 was a brute of an engine. But with a starting price north of $60,000 ($61,500 for a 2013 model), it was quite pricey.

 

The base V-6, meanwhile, was rather overlooked. It pumped out a respectable 303 horsepower and 262 pound-feet of torque. And with a redline that sat at 7500 rpm, it was a bit of a screamer. In practice, though, it just didn’t deliver the satisfying grunt of the V-8.

 

For 2013, the 3.5-liter V-6 of the 2012 FX has been replaced by the same 3.7-liter that’s populated the rest of the Nissan/Infiniti range. Power is up to 325 ponies while torque receives a more modest increase to 267 pound-feet of torque. The redline remains at 7500 rpm, while the seven-speed automatic is also a carryover from the 2012 FX.

 

While it could be merely the placebo effect, the FX’s new engine sounded better, and was even more willing to rev than 3.5-liter. Really, this is a fun vehicle to run up to redline. We’d have liked a pair of paddles to snap off an upshift, but for reasons that are only obvious to Infiniti, only the FX50 can be had with Infiniti’s excellent magnesium paddle shifters. Low- and mid-range thrust is slightly better, while high-end shove is still lacking. A faster-revving engine is something we can always get behind, as it really adds to the car’s overall character.

 

Character is a big part of the FX experience. Where the FX50 seems to be straining against its leash, its 5.0-liter V-8 taunting you to dig the pedal into the carpet, the FX37 is more relaxed while still offering the ability to wind things out a bit. It’s this combination of actual performance balanced with a relaxed character that elevates the V-6-powered FX from the budget option to a legitimate alternative to the V-8.

 

Engine: V-6, 3.7-liters, 24v

Output: 325 hp/267 lb-ft

0-60 MPH: 6.0 sec (est)

Weight: 4321 lb

Fuel Economy, City/Hwy: 16/22 mpg

Base Price: $45,750

As Tested: $57,250

 

 

Imagine the shyest, most introverted person you know. What kind of car do they drive? Probably something low-key and discreet, right? Well, the Infiniti FX50S is the complete and total opposite of whatever you just thought of.

 

This is arguably one of the most extroverted vehicles on sale today, from its Predator front fascia, to its twenty-one-inch alloys, to the stonking 5.0-liter V-8 sitting under its curvaceous hood, there is nothing about the Infiniti FX50S that’s not loud and in your face, all the time.

 

In some ways, this is great. In other ways, it’s really rather annoying. As usual, we’ll start with the good stuff.

 

This 5.0-liter V-8 is a really wonderful powerplant. From a standstill, it revs fast and free, delivering more than enough shove in the low and mid range, without feeling breathless when it strives for redline. Torque peaks at 303 pound-feet at 6800 rpm, while all 390 horsepower come out to play at an equally lofty 6500 rpm. Despite these high power figures, delivery is rather broad and predictable, with a high degree of usable power on offer. Stomp the throttle at speed, and the six-speed automatic (with a properly good manual mode) obediently swaps into the most effective cog, delivering more V-8 thrust and a ear-pleasing exhaust note that has no business on what is, for all intents and purposes, a refined, four-place SUV.

 

Notice how we say four-place. The FX is pretty strict on what goes in it. While it has five seatbelts, this is realistically a four-passenger vehicle. Because of the way the transmission tunnel cuts through the second row, any middle seat passengers would be stuck sitting either spread-eagled or with their knees at their chest. Neither solution is ideal, so it’s best to only invite three friends along for the fun.

 

Four passengers securely belted in, the Infiniti FX50 belies its 4500-plus-pound curb weight with a striking level of agility. Push hard and it’ll understeer, but driven with control, it comes across as balanced and poised. Body roll is progressive and predictable, and is part of what gives the FX such great feedback for an SUV. Squat and dive are present, but aren’t at the disruptive levels we expect from bigger vehicles.

 

The steering is fast and well weighted, allowing for a rather sharp, pointed turn in. Directional changes can and do happen quickly, which is part of what makes the FX feel like such a solid dancer. No doubt the low-profile rubber and twenty-one-inch tires play a role in this pointiness.

 

The downside to this combination of handling and big wheels is a ride that can honestly be described as “harsh” relative to the luxury SUV competitors of today. You’ll be feeling each crease and ripple that the FX50 passes over as you are tossed left to right as the suspension tries to cope with the impacts.

 

That poor ride is the FX50s biggest comfort demerit. If you happen to live in a world where the roads are smoother than velvet, then you’ll likely dig the FX. There’s truly a fair bit to recommend on the comfort scale, with supportive, nicely bolstered seats, and a well-sorted interior that still looks good despite the current FX’s advanced age. Available tech in the Infiniti is quite good, with advanced features like adaptive cruise control, lane departure warning, and a killer air-conditioned seat setup (sidebar: the temperatures in southeastern Michigan during our loan hovered somewhere between Satan’s sitting room and center of the Sun, so these things were lifesavers).

 

All told, if you’ve got $59,000 ($66,000 for our Sport- and Tech-packaged tester) laying around and are in the market for an SUV that puts a lot more emphasis on “sport” than “utility,” the FX might be the vehicle for you.

 

Engine: V-8, 5.0 liters, 32v

Output: 390 hp/303 lb-ft

Weight: 4557 lb

Fuel Economy, City/Hwy: 14/20 mpg

0-60 MPH: 5.2 sec (est)

Base Price: $59,350

 

I had a busy weekend with the Infiniti FX, first with shuttling my wife and myself from Ann Arbor to Detroit, then from Detroit to East Lansing, then from there back to Ann Arbor. Picking up leftovers at each stop along the way. Later in the weekend, the FX served to run errands, particularly bringing boxes of Christmas decorations between my home and my wife’s store, as we got it ready for holiday shoppers. I even had some time to myself to drive the car as I pleased, though mostly in the dark, sloppy weather we typically enjoy this time of year.

 

Power delivery in the FX35 was strong enough, but there was a lag between hitting the gas pedal and anything happening, especially when there’s downshifting involved. It was a little better in manual mode, but I could still count a beat or two before the engine responded. It was a little frustrating when trying to make quick maneuvers to pass or merge. Otherwise, acceleration was smooth, and the engine pulls fairly hard (honestly could use a bit more shove) without being jerky. Having the power going to all four wheels helped it feel confident in its grip and stance when surging forward, too.

 

On the highway, the FX35 cruised happily along at high speeds, tracking straight and true for the many straight, fast miles we traversed. It stayed pretty quiet while going fast, too.

 

I really liked the ride in this car. It’s not as plush as you’d expect, and my wife even got a little carsick, because this thing traces the undulations in the road really well. As a driver, it felt communicative and planted—not floaty or wobbly. If you’re looking for something high-lux and isolated, this is not going to be the crossover for you. There’s simply too much movement transferred into the cabin. It’s helpful, though, for someone who is going to be driving the car more enthusiastically, as the driver has a better sense of every move the FX is making.

 

There really is a lot of room in this car. I was able to fit several large boxes in the back without having to put the rear seats down. This would be a great car for going Up North with the wife, dogs, and a week’s worth of luggage. The power liftgate got a lot of use, too, with my arms full of cargo at various times throughout the weekend.

 

And, beyond simply having room for people and things, passengers will find a really nicely appointed cabin. Materials are really good quality, and the seats are supportive and comfortable. Everything is laid out attractively, with a fairly simple design—nothing too bold. The touchscreen and its buttons do seem a bit hard to reach from the driver’s seat, but that also helps to make them available to the passenger, which is nice when you don’t want to be distracted while driving. Still I’d rather have the buttons come to hand more easily. Other controls, though, were easy to spot and use. In all, the interior experience is very rich, like eating dark chocolate in the hot tub.

 

Finally, the FX got a lot of looks. I know it looks good and all, but I was shocked with the frequency of heads turning, even when it was just parked on the side of the street. Despite all the rubbernecking, though, no strangers came up to talk about it, which is fine with me.