Base 4dr All-wheel Drive
2014 INFINITI QX60 Hybrid

MSRP ?

$46,500
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Engine Engine I-4
MPG MPG 25 City / 28 Hwy
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2014 QX60 Hybrid Overview

Infiniti launched its seven-passenger JX crossover for the 2013 model year with the automaker's familiar 3.5-liter V6 as standard equipment. For 2014, the model was renamed the QX60, and a new variant packing a gasoline-electric hybrid powertrain joined the lineup. (For those interested in the family lineage, the new arrival is a mechanical twin to the Nissan Pathfinder Hybrid, which we took for a Quick Spin last year). Hidden beneath the hood of the QX60 Hybrid is a supercharged, 2.5-liter inline four-cylinder engine, rated at 230 horsepower and 243 pound-feet of torque. The combustion engine is supplemented by a 15-kilowatt electric motor, fed by a small lithium-ion battery back (hidden under the rear cargo floor), which adds 20 hp and 29 lb-ft of torque to the mix. Added up, Infiniti rates the total system power at 250 hp and 243 lb-ft – numbers that fall just short of its combustion sibling (the 3.5-liter V6 in the QX60 is rated at 265 horsepower and 248 pound-feet of torque). The only gearbox is a continuously variable transmission that drives either the front or all four wheels, depending on what the buyer specs. The 2014 QX60 Hybrid AWD starts at $46,500 (the green model commands a $3,000 premium over the gas-only model). A long list of factory options such as Roof Rails ($495), Theater package ($1,700), Deluxe Technology package ($6,050), illuminated kick plates ($440) and a Hybrid Premium package ($4,600) bumped our as-tested price to a healthy $60,780, including $995 for destination. Driving Notes Infiniti lists the AWD Hybrid model's curb weight as 4,625 pounds, but it feels even more substantial from behind the wheel. Even with all-wheel drive, the QX60 drives like a front-wheel-drive crossover (nearly all of the power is routed forward unless slip is detected). The steering is light, with little communication to the driver, and the suspension is predictably soft. Gentle throttle applications from a stand-still deliver lethargic acceleration, with frustrating lag off the line. When pulling into traffic, a heavy foot is required to motivate both the engine and assist motor to work simultaneously. Once under power, the four-cylinder is buzzy with some supercharger whine, traits unbecoming of a luxury CUV. The smooth CVT doesn't help, as it holds the powertrain drone at a constant pitch as the crossover slowly picks up speed. Braking, with the hybrid's regenerative system, was not smooth and the brake pedal did not feel linear in operation. Luxury is something Infiniti does consistently well, and the cabin of the QX60 doesn't disappoint. The interior is beautifully appointed, with quality upholstery and rich woods. Front-seat passengers will find their accommodations very inviting, with comfortable eight- and six-way power-operated heated/cooled chairs. Second-row occupants are also well pampered, with heated outboard cushions, power outlets, climate-control vents and sliding seats (5.5 inches of fore/aft travel). Unfortunately, tall riders in the middle seats will find their legs in an awkward position (knees raised, due to low bottom cushions) and no toe room under the driver and front …
Full Review

2014 QX60 Hybrid Overview

Infiniti launched its seven-passenger JX crossover for the 2013 model year with the automaker's familiar 3.5-liter V6 as standard equipment. For 2014, the model was renamed the QX60, and a new variant packing a gasoline-electric hybrid powertrain joined the lineup. (For those interested in the family lineage, the new arrival is a mechanical twin to the Nissan Pathfinder Hybrid, which we took for a Quick Spin last year). Hidden beneath the hood of the QX60 Hybrid is a supercharged, 2.5-liter inline four-cylinder engine, rated at 230 horsepower and 243 pound-feet of torque. The combustion engine is supplemented by a 15-kilowatt electric motor, fed by a small lithium-ion battery back (hidden under the rear cargo floor), which adds 20 hp and 29 lb-ft of torque to the mix. Added up, Infiniti rates the total system power at 250 hp and 243 lb-ft – numbers that fall just short of its combustion sibling (the 3.5-liter V6 in the QX60 is rated at 265 horsepower and 248 pound-feet of torque). The only gearbox is a continuously variable transmission that drives either the front or all four wheels, depending on what the buyer specs. The 2014 QX60 Hybrid AWD starts at $46,500 (the green model commands a $3,000 premium over the gas-only model). A long list of factory options such as Roof Rails ($495), Theater package ($1,700), Deluxe Technology package ($6,050), illuminated kick plates ($440) and a Hybrid Premium package ($4,600) bumped our as-tested price to a healthy $60,780, including $995 for destination. Driving Notes Infiniti lists the AWD Hybrid model's curb weight as 4,625 pounds, but it feels even more substantial from behind the wheel. Even with all-wheel drive, the QX60 drives like a front-wheel-drive crossover (nearly all of the power is routed forward unless slip is detected). The steering is light, with little communication to the driver, and the suspension is predictably soft. Gentle throttle applications from a stand-still deliver lethargic acceleration, with frustrating lag off the line. When pulling into traffic, a heavy foot is required to motivate both the engine and assist motor to work simultaneously. Once under power, the four-cylinder is buzzy with some supercharger whine, traits unbecoming of a luxury CUV. The smooth CVT doesn't help, as it holds the powertrain drone at a constant pitch as the crossover slowly picks up speed. Braking, with the hybrid's regenerative system, was not smooth and the brake pedal did not feel linear in operation. Luxury is something Infiniti does consistently well, and the cabin of the QX60 doesn't disappoint. The interior is beautifully appointed, with quality upholstery and rich woods. Front-seat passengers will find their accommodations very inviting, with comfortable eight- and six-way power-operated heated/cooled chairs. Second-row occupants are also well pampered, with heated outboard cushions, power outlets, climate-control vents and sliding seats (5.5 inches of fore/aft travel). Unfortunately, tall riders in the middle seats will find their legs in an awkward position (knees raised, due to low bottom cushions) and no toe room under the driver and front …Hide Full Review