Yahoo Autos Tested: 2025 Infiniti QX60 AWD Needs More Than the New Engine It Got
Infiniti's new-look QX60 debuted for the 2022 model year, the mid-size three-row SUV previewing the square shoulders and smooth rectilinear forms that designers honed for the full-size 2025 QX80. A nine-speed automatic replaced the mediocre continuously variable automatic transmission, but its 3.5-liter V-6—the sole powertrain available since 2018—stuck around. After testing a 2023 QX60 with the V-6 and ZF-sourced automatic, we concluded our review with qualified praise. "The QX60's core competencies are much improved, but Infiniti needs to reach further to cement this model's premium-brand bona fides."
The V-6's 295 horsepower and 270 pound-feet of torque kept the QX60 sprightly enough to hang with the herd. However, peak torque didn't arrive until 4800 rpm, peak horsepower required a trip to the penthouse at 6400 rpm, and reaching those figures produced an internal-combustion soundtrack we charitably called "gritty." The SUV needed an engine better suited to Infiniti's overall aspirations, one that would help reinforce the QX60's position as Infiniti's bestseller in the U.S.
For 2025, Infiniti delivered that new engine—well, new to the QX60, at least. The turbocharged 2.0-liter four-cylinder VC-Turbo (named for its variable compression ratio) rolled out with the 2019 QX50, making this mill a hand-me-up. The engine does come with perks, but it also confers a number of newfound drawbacks. Looking at our test data, it's clear that the QX60 needs more than slick engine tech to champion its cause and challenge the competition.
The four-cylinder VC-Turbo in the new QX60 gives up 27 horses to the V-6, making 268 horsepower at 5600 rpm, while producing 16 more pound-feet for 286 pound-feet. Turbocharging sends peak torque to the flywheel at 4400 rpm.
Fuel economy regulations and customer demand are giving small-displacement turbo fours their James Brown moment as the hardest working engines in automotive show business. Like the godfather of soul, the powerplants work hard and aren't afraid to let you know they're doing it. Unlike the founding father of funk, they don't sound good. The discord isn't specific to Infiniti's unit either—just ask Mercedes-AMG. Hooked up to our microphones, the QX60's cabin proved calm enough at highway speeds, registering the same 67 decibels at 70 mph as in last year's model. Yet, when asked to toil around town, the VC-Turbo's urgent buzzing was especially, well, gritty.
The VC-Turbo serves its greater purpose, though, claiming improved fuel economy over the V-6. According to EPA figures, the front-wheel-drive 2025 QX60 returns 24 mpg overall, which breaks down to 22 mpg in the city and 28 mpg on the highway. That's one tick better overall, one better in the city, and two better on the highway. The all-wheel-drive 2025 QX60 is rated practically the same as the front-driver, giving up just a single mpg on the highway, and it's still rated two mpg better across the board than the 2024 QX60 AWD. Just don't expect that to turn into big savings at the pump; Infiniti recommended premium gas for the V-6 but didn't insist on it, whereas the four-cylinder demands the top-shelf stuff.
The QX60 constantly reminded us that its engineers tuned the powertrain for ultimate fuel parsimony. The gearbox leapt to the highest gear possible as soon as possible, while downshifting first required us to basically complete a written exam. Flipping the shift lever into Sport only does the usual, holding a lower gear to quicken throttle response at the expense of fuel economy. If you know you're going to need extra oomph, plan ahead and use the shift paddles.
Partly because of the gearbox programming, the new QX60 proved dynamically less than the sum of its parts. Its 4671-pound curb weight (in AWD guise) sheds a mere 39 pounds against its V-6-powered predecessor. Despite the diet and roughly equivalent output to the V-6, we clocked the four-cylinder QX at 7.5 seconds to 60 mph, 1.3 seconds in arrears of the V-6. Midrange acceleration lagged on account of those reluctant downshifts too. The 2025 QX60 took 4.2 seconds to get from 30 to 50 mph, 0.8 second longer than last year's model, and 50 to 70 mph required 1.1 seconds more than it did prior. The family hauler gets winded at the top end too, having covered the quarter mile in 15.9 seconds at 90 mph, exactly one second slower than the 2024 QX60.
On the same 20-inch wheels as last year's QX60, wearing identical 255/50 Hankook Dynapro HP2 tires, lateral acceleration declined to 0.82 g, 0.3 g worse than before. At least braking distance holds the line, stopping from 70 mph in a decent 171 feet once again.
The QX60's core competencies are still satisfactory. It's handsome, especially with the $1900 Black Edition package over Harbor Gray paint. Inside, there's just enough panache to keep in sight of the premium pack. But it's marginally slower, noisier, and more expensive than before (our $60,150 tester came to $62,745 with options), and the improved fuel economy won't save buyers much money. Perhaps when plotting the next big QX60 update, Infiniti might consider reaching for a plug-in-hybrid powertrain that offers the full breadth of power and fuel-economy benefits its bestseller deserves.
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