2025 Infiniti QX60

For 2025 the QX60 dropped the 295-hp 3.5L VQ35DD V6 for the KR20DDET 2.0L variable-compression turbo four, which is the only powertrain offered across PURE/LUXE/SENSORY/AUTOGRAPH.

Torque rose 16 lb-ft over the outgoing V6's 270 lb-ft and arrives lower in the rev range, the one clear on-paper gain from the engine swap.

Infiniti quotes no 0-60 figure; the best instrumented number for this powertrain is 7.82 s, well off the 6.6 s the 2024 V6 QX60 managed, matching reviewers' complaints about weak launch response.

The variable-compression four is the weak point of the 2025 car: reviewers describe it as coarse across a wide rev band and short of low-speed grunt, with slow response to large throttle inputs — a step back in refinement from the V6 it replaced.

The 9-speed automatic is smooth and unobtrusive at part throttle and has paddle shifters, but is criticized for being sleepy off the line, upshifting too eagerly in Normal mode, and sounding CVT-like when worked hard.

Class-leading for a three-row luxury crossover and unchanged by the switch to the four-cylinder, but it requires the factory tow package with its added powertrain cooling.

Intelligent AWD is optional on every trim and standard on AUTOGRAPH, with a drive-mode selector that includes Snow and a driver-selectable 50:50 torque split — competent but conventional, with no low range or terrain-specific programming beyond Snow.

A unibody family crossover with roughly 6.7 in of ground clearance, no skid plates, no locking differential or low range, and no off-road trim in the range; Snow mode is the extent of the provision.

One engine, one transmission, no electrified option — the 2025 QX60 is a single-powertrain vehicle, and the swap to the VC-Turbo actually narrowed the choice by retiring the V6 without replacing it with anything else.

The 2.0L VC-Turbo lifts combined economy to 24 MPG from the 2024 V6's 22 MPG, but on premium fuel and with real-world returns reviewers measured slightly below the label.

City economy is identical for FWD and AWD, and is where the variable-compression turbo four gains most over the V6 it replaced.

Scored on the volume LUXE AWD configuration at 27 MPG; front-drive versions rate one MPG better on the highway cycle.

Infiniti's own manual gives a 70 L / 18-1/2 gal tank, which at the EPA's 24 MPG combined works out to roughly 444 miles — mid-pack for a three-row SUV, and short of what the outgoing V6 car's larger tank allowed.

The premium-fuel requirement wipes out most of the benefit of the improved MPG — the EPA puts annual energy cost at $3,150 and $4,750 above the average new vehicle over five years.

Infiniti specifies 91 AKI premium; 87 octane is permitted only temporarily, with a partial fill and reduced-load precautions, so premium is effectively a running cost of ownership rather than an option.

NHTSA rated both drivetrains of the 2025 QX60 5 stars overall, built on 4 stars frontal, 5 stars side (5 in both barrier and pole) and 4 stars rollover with no tip in the dynamic test. The switch from the V6 to the VC-Turbo four for 2025 did not change the result.

The 2025 QX60 is an IIHS Top Safety Pick — but not TSP+, because the updated moderate overlap front test rates only Acceptable: the rear passenger records Acceptable head/neck, Acceptable chest and Acceptable restraints/kinematics. Everything else is Good (small overlap front both sides, updated side, headlights, seat belt reminders), so it sits at the top of the mostly-Good-with-an-Acceptable band rather than in the award-winning 80+ band.

Every 2025 grade including base PURE now carries Forward Emergency Braking with Pedestrian Detection, Predictive Forward Collision Warning, Rear Automatic Braking, Rear Cross Traffic Alert, Blind Spot Warning, High Beam Assist and — new for this year — Lane Departure Warning with haptic wheel, which was LUXE-and-up in 2023. It stops just short of the top band because adaptive cruise (Intelligent Cruise Control with full-speed range and stop-and-hold) and ProPILOT Assist lane centering are still absent on PURE; the volume LUXE grade has the complete suite standard.

Under the harder 2024-onward IIHS pedestrian front crash prevention protocol the standard system earns Good, the top rating, and avoided a collision in every single run — including the 37 mph parallel-adult night test on low beams. Held below the low 90s only because IIHS has published no updated vehicle-to-vehicle result for this vehicle; the generation's Superior grade came from the retired protocol.

Blind Spot Warning, Rear Cross Traffic Alert and Rear Automatic Braking are standard on every grade, and the volume LUXE adds Blind Spot Intervention — active steering correction rather than alert-only — plus Around View Monitor with Moving Object Detection and front sonar. No safe-exit alert and no trailer-aware coverage, and PURE remains alert-only.

For 2025 Lane Departure Warning with haptic wheel feedback became standard on every grade, and Lane Departure Prevention plus ProPILOT Assist lane centering arrive at LUXE — a real content gain over 2023, when PURE had neither. The centering itself is unchanged: reviewers describe it as competent and steady rather than a standout, and it demands hands on the wheel throughout.

ProPILOT Assist with Navi-link pairs full-speed-range Intelligent Cruise Control with stop-and-hold and lane centering, and reads navigation data to ease off ahead of curves and freeway exits — an integrated highway assist rather than bolt-on ACC. Docked from the top band because PURE gets plain cruise control with no adaptive function at all.

No hands-free highway mode is offered on the 2025 QX60 at any grade. The car runs the hands-on ProPILOT Assist with Navi-link; the hands-free ProPILOT Assist 2.1 that Infiniti fields on the QX80 was not extended to the QX60 for this model year.

IIHS rated both headlight variations Good, so there is no weak volume trim — the usual failure mode in this segment. Full LED low/high beams with auto light and High Beam Assist are standard on every grade; the curve-adaptive AFS on AUTOGRAPH buys no rating advantage. Some glare and one inadequate gradual-left-curve reading keep it out of the very top.

Upright glass and a fairly low cowl give reasonable forward and quarter sightlines for a three-row crossover, but thick rear pillars and a shallow third-row window leave genuine over-the-shoulder blind zones; the fold-down third-row headrests help only when that row is empty. Camera compensation is strong from the volume LUXE grade up — Around View Monitor with Moving Object Detection plus front and rear sonar, and an available Smart Rear View Mirror — while PURE makes do with the rear-view monitor and rear sonar.

IIHS rates the anchor hardware Good with extra positions — the top LATCH result — and Cars.com graded the second row A for every seat type it tried plus A for the anchors themselves and A for third-row access with a seat installed. Short of the ceiling because the third row is genuinely tight (B for a forward-facing convertible, C for a booster on space and buckle access) and the narrow middle seat rules out three across.

The volume LUXE grade seats seven on a 60/40-split sliding second-row bench; only the top AUTOGRAPH swaps to captain's chairs and drops to six.

Front headroom is generous for a mid-size crossover even though the panoramic moonroof is standard on every 2025 grade.

Infiniti's own published front legroom is 42.1 in — mid-band for the segment and roughly two inches short of the platform-sharing Nissan Pathfinder's published figure, because the QX60's seat frames and cushion design differ.

Second-row headroom is modest for a three-row SUV — the standard panoramic moonroof and the sloping roofline both cost space here.

Published second-row legroom is 37.7 in, mid-band for the segment; the sliding bench lets occupants borrow from the third row when it is empty, which reviewers note makes it feel roomier than the figure suggests.

With 28.0 in of legroom and 35.7 in of headroom the third row is a genuine kid-and-short-trip space rather than an adult one, but access is a real strength: the multi-mode second row has a one-touch release that slides forward even with a child seat installed.

Behind-second-row volume is unchanged for 2025 and sits low in the SUV band — the QX60 gives up meaningful space to mainstream three-rows like the Telluride and Pilot, though it is competitive inside the luxury three-row set.

Maximum cargo volume trails the class leaders but matches the premium three-row norm; both rear rows fold 60/40 to a near-flat floor.

Well-organized rather than innovative: a deep underfloor bin in the cargo area, a pass-through center console, ten cupholders and four bottle holders, and a 120V outlet on LUXE and above — but nothing like a frunk, in-floor seat stowage or Pro Power-style onboard supply.

Front seats are a consistent high point — 8-way power both sides with 4-way power lumbar for the driver, heated on every grade and cooled from LUXE up, with massage on SENSORY/AUTOGRAPH; the second-row bench slides and reclines and is heated outboard from LUXE, while the third row is padded but flat.

Reviewers split sharply on the 2025 car's ride: it is absorbent and settled at a cruise, but Edmunds calls it 'too busy and unrefined for a luxury SUV' on broken pavement, and the standard 20-inch wheels on the volume LUXE do not help.

Isolation at steady highway speed is a genuine strength and reviewers describe the cabin as very quiet in normal driving; the caveat for 2025 is the new four-cylinder, which becomes audibly coarse when it is worked hard in a way the outgoing V6 was not.

One of the richest comfort rosters in the segment and unusually generous at the bottom of the range: tri-zone automatic climate, a heated steering wheel, heated front seats and a power panoramic moonroof are standard on every grade including base PURE, with cooled front seats, heated second-row outboard seats, rear sunshades and remote engine start from the volume LUXE.

The entry PURE front-drive grade opens at $50,200 before Infiniti's $1,350 destination and handling charge, a $1,000 increase over the 2024 car. It is still the cheapest way into a three-row luxury crossover and undercuts the Audi Q7, Mercedes-Benz GLE and Lexus TX, though it now stickers above the Acura MDX.

LUXE is the volume grade and the step that delivers the equipment a buyer at this price expects — 20-inch wheels, ProPILOT Assist with Navi-link, Around View Monitor, the 12.3-inch digital cluster, climate-controlled front seats, heated second row and, newly standard for 2025, the 17-speaker Bose Performance system. Scored with Intelligent AWD (+$2,000) to match the drivetrain used elsewhere in this scorecard.

Industry estimates disagree sharply: CarEdge's $3,734 is built on the V6 QX60's Nissan-parts service history, while Edmunds' and KBB's ~$8,000 figures reflect premium-brand labor rates at a thin Infiniti dealer network. The estimate sits nearer the high end for two 2025-specific reasons — the new 2.0L VC-Turbo is a variable-compression engine with far less field history than the VQ35 V6 it replaced, so the cheap-to-service V6 record no longer applies — but is discounted for the three years of complimentary Premium Care scheduled service that come with a 2025 car.

This is the item that sinks the category, and it is a real market signal rather than a modelling artifact — the QX60 sheds value roughly six points faster than the luxury midsize SUV average. Weak Infiniti brand equity, heavy lease volume and the $6,250–$8,200 of new-car discount routinely taken off MSRP all push the retention percentage down, and a shrinking two-model brand lineup does not help the 2025 car's forward residual.

Infiniti's new-vehicle limited warranty runs four years or 60,000 miles — the luxury-brand convention on term, and 10,000 miles more generous on distance than the 4/50,000 offered by Acura, Cadillac, BMW, Audi and Lexus. It trails only Genesis's 5-year/60,000-mile basic coverage.

Six years or 70,000 miles covering the 2.0L VC-Turbo, the nine-speed automatic and the drive components — a step beyond the German 4/50,000 norm but well short of the 10-year/100,000-mile powertrain coverage Genesis, Hyundai and Kia bring to the same shopping list. That gap matters more on the 2025 car than it did on the V6, because the variable-compression engine is the least-proven part of it.

2025 is the last model year of the full-fat INFINITI Premium Care program, and that timing is worth real points: a 2025 QX60 comes with up to three years of covered oil changes, tire rotations, inspections, brake fluid changes and cabin air filter replacements, where a 2026 car gets only three oil changes and three rotations. Add four years of unlimited-mileage roadside assistance and complimentary valet pickup and delivery for service within ten miles, and it is among the stronger ownership packages in the luxury three-row class rather than a token first-visit coupon.

$60,150 volume-trim price minus its estimated resale value after 5 years (39% retained, or about $23,459) leaves about $36,692 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $43,492 in total.

The two major predictors disagree, and the disagreement is itself the story: Consumer Reports marks the QX60 down for below-average predicted reliability, while J.D. Power rates it merely Average. Neither has data on the configuration actually sold in 2025 — the V6 was dropped for the 2.0L VC-Turbo four, so every historical data point that feeds a prediction describes a different powertrain than the one a 2025 buyer gets.

Infiniti is a below-average brand on the two studies that count and unrateable on the third. It missed the industry average in the 2025 Vehicle Dependability Study and finished near the bottom of the 2025 Initial Quality Study at 242 PP100 — 50 problems per 100 worse than the industry, and 73 worse than corporate sibling Nissan, which placed second. Consumer Reports cannot rank the brand at all because a two-model lineup no longer meets its minimum sample. RepairPal's long-run shop data is the one bright spot and only pulls this to mid-pack.

The 2025 car carries one open recall — a front brake caliper that may break and cost front braking, filed as an FMVSS 135 noncompliance rather than a mere defect — and that is a serious item even in isolation. Across the second generation the count runs to seven campaigns in four model years, clustered on seats and restraints (two seat-fastener recalls, a rear seat assembly, a driver airbag inflator, a seat belt pretensioner) plus a lighting control module. Nothing systemic in the powertrain and no fire risk, so this reads as busy rather than alarming; the 2026 car currently has none.

This is the weakest point in the 2025 car and the direct consequence of the model-year change. Dropping the long-serving VQ35DD V6 for the KR20DDET VC-Turbo moved the QX60 onto the one Nissan engine family with a federal investigation and a ~480,000-unit bearing-failure recall behind it, plus a 10-year/120,000-mile warranty extension on the affected years. The 2025 QX60 is not in that recall — its engines postdate the manufacturing changes — but a variable-compression four with a documented bearing history is now hauling a 4,500-lb three-row crossover with no field record in that duty. The ZF-type nine-speed automatic is the better half of the story: it replaced the failure-prone JF017 CVT in 2022 and is the durable choice past 100,000 miles, though 2022–2023 owners report jerky shifts and launch hesitation.

The cabin is the QX60's best argument and reviewers are near-unanimous on it: quilted and heavily stitched leather, real attention across the dash into the door panels, and kimono-inspired ripple stitching on AUTOGRAPH aimed squarely at Lexus. The recurring verdict is that it feels more expensive than it is — which matters for a car that undercuts the Q7, GLE and TX on price. Held below the 80s only because a minority of owners find the materials short of the luxury badge.

Press reviews call the assembly good for the class, but initial-quality data is what this item measures and it is unflattering: Infiniti finished near the bottom of the 2025 IQS at 242 problems per 100 vehicles, well behind the 192 industry average and a long way behind Nissan's second-place 169 built on shared platforms. Modern IQS scores are heavily infotainment- and driver-assist-driven rather than panel-gap-driven, but the gap is too wide to write off, and a first-year powertrain swap is exactly the circumstance that generates early complaints. The result is a split verdict: praised in road tests, poorly represented in owner survey data.

Two facts pull hard in opposite directions. The network is thin and getting thinner — about 197 US stores averaging 24 sales a month, posting average net losses, with Infiniti now letting them co-locate inside Nissan showrooms as US volume has halved in five years. But the service a QX60 owner actually receives rates among the best in the premium segment: Infiniti was above average in the 2025 CSI and finished second among premium brands and first in premium SUVs a year later. Good service, fewer places to get it — and a co-location trend that makes the long-term ownership experience less certain than the survey scores alone suggest.

The QX60's Nissan parentage pays off here. It shares its platform with the Murano and Pathfinder, so wear items are commodity Nissan parts with deep aftermarket coverage rather than dealer-only luxury pieces, and RepairPal's $639 average annual cost undercuts the $1,127 luxury-SUV average and even the $652 all-vehicle average. Repairs also skew minor — a 10% chance of a severe issue against a 19% class average. Two caveats keep it out of the 80s: owners visit the shop more often than average, and the VC-Turbo is Infiniti/Nissan-specific hardware whose major components have no cheap alternative.

The INFINITI InTouch 12.3-inch interactive display is standard from base PURE up, so there is no screen upgrade to buy — and no path to the 14.3-inch Google-based unit that arrives on the 2026 refresh.

The InTouch stack is logically laid out and keeps a console rotary controller plus separate physical volume and climate controls, which reviewers appreciate — but the graphics and architecture are visibly a generation behind, and this is the last year before Infiniti replaces the whole system.

Apple CarPlay is wireless and standard on every grade, but Android Auto is still USB-tethered in 2025 — a split that leaves Android owners plugging in a cable in a $60,000 luxury SUV.

Built-in navigation with real-time traffic, 3D building graphics and SiriusXM Travel Link is standard from the volume LUXE (base PURE goes without it entirely), but voice recognition is a command-list system rather than a natural-language assistant, and most owners default to phone projection.

The volume LUXE runs the 9-speaker base system with HD Radio, which is adequate rather than special; the well-regarded Bose Performance Series 17-speaker setup is reserved for SENSORY and AUTOGRAPH, so it costs a full grade step to get the good audio.

The volume LUXE and above get a full 12.3-inch reconfigurable Dynamic Meter Display; only base PURE is left with electroluminescent analog gauges flanking a 7-inch Intelligent-View screen.

INFINITI InTouch Services supports over-the-air software updates to the infotainment head unit (over built-in connectivity or home Wi-Fi) and the services are complimentary for three years, but this is an infotainment/maps-scope facility rather than the whole-vehicle OTA the 2026 Google-based system brings — and map data updates are a separate paid item.

The MyINFINITI app covers the core remote set — start, lock/unlock, locate, vehicle status and stolen-vehicle assistance — and is free for the first three years, but there is no phone-as-key and the app is not regarded as a class leader; remote engine start is also absent from base PURE.

Device power is a strong point: a Qi wireless charging pad is standard on every grade, the volume LUXE carries six USB ports spread across the rows (base PURE gets five), and LUXE adds a household 120V outlet — though the port mix still includes legacy USB-A rather than being all USB-C.

Intelligent Key proximity entry covers the front doors, rear doors and liftgate with capacitive touch sensors on all four handles and push-button start, and a power liftgate is standard on every grade; remote start arrives at LUXE and the motion-activated liftgate only at SENSORY, and there is no phone-as-key.

The volume LUXE gets the Around View Monitor with Moving Object Detection plus front and rear sonar as standard equipment, backed by Rear Automatic Braking — a strong parking package, held short of the top band only by the absence of any automated parking function and by base PURE making do with a rear camera and rear sonar.

A large 10.8-inch colour head-up display is available — and importantly it can be optioned on the volume LUXE rather than being locked to the top grade as it becomes on the 2026 car — but it is standard only on AUTOGRAPH, so most LUXE buyers will not have one.

Child-seat logistics are a genuine QX60 strength: IIHS rates the LATCH hardware in the top band, the volume LUXE offers four lower anchors and five top tethers spanning both rear rows, and the multi-mode second row slides forward for third-row access with a child seat still installed — the manoeuvre that usually forces a seat removal.

Strong credentials on the grades families actually buy: 5 stars overall from NHTSA, an IIHS Top Safety Pick, and — new for 2025 — the full active-safety set including forward emergency braking with pedestrian detection, blind-spot warning, rear cross-traffic alert, rear automatic braking and lane departure warning standard on every grade. Short of the top band because it is TSP rather than TSP+.

Well kitted for hours in the car — tri-zone climate with headliner vents for both rear rows, heated outboard second-row seats, second-row sunshades, six USB ports and a 120V outlet on the volume LUXE — but with all seven seats occupied only 14.5 cu ft is left behind the third row, so a full load of people and a full load of luggage are mutually exclusive.

Quiet, smooth and low-effort when driven gently, with ProPILOT Assist with Navi-link and full-speed-range adaptive cruise with stop-and-hold standard from LUXE — but the new VC-Turbo four is the everyday flaw, responding slowly off the line and to sudden throttle inputs of the kind a merge demands.

The VC-Turbo lifted combined economy to 24 MPG from the V6's 22, but Infiniti requires 91-octane premium and offers no electrified variant, so the EPA still puts annual fuel spend at $3,150 — roughly $4,750 worse than the average new vehicle over five years.

Normal for a three-row crossover rather than notably good or bad: 198.2 in long on a 114.2 in wheelbase with a 38.7 ft curb-to-curb circle, but camera and sonar support is genuinely helpful, with the Around View Monitor plus front and rear sonar standard on the volume LUXE.

The 6,000 lb tow rating with the factory package is at the top of the mid-size luxury three-row set and survived the engine downsizing thanks to a standard transmission oil cooler, but without that package the rating falls to 3,500 lb, there is no bed, and a 6,063 lb GVWR against a ~4,700 lb curb weight leaves limited payload headroom for real work.

A luxury-finished unibody crossover with leather seating, open-pore wood and no wear-friendly interior option, and for 2025 the proven VQ-family V6 was replaced by the variable-compression KR20DDET four — an engine with no fleet or hard-duty track record in this application.

Provisions are consumer-grade: a single 120V household outlet from LUXE, roof rails and cargo tie-downs, and an accessory hitch — but no meaningful onboard power, no washable surfaces and no commercial upfit ecosystem behind it.

A good tourer: quiet at a cruise, well-cushioned heated-and-cooled front seats, roughly 444 miles between fills, and ProPILOT Assist with Navi-link taking the edge off long motorway stints. It falls short of the top band because rivals with softer damping and V6 or hybrid smoothness cover the same ground with less effort.

Handles gravel roads, snow and a bike rack or small trailer competently — Intelligent AWD with a Snow drive mode is available on every grade and 6,000 lb of towing covers a camper — but 6.7 in of ground clearance, a 15-degree approach angle and no skid plates, low range or off-road trim keep it on the graded-road side of the line.

Both rear rows split-fold 60/40 to a near-flat load floor for 75.4 cu ft, and there is a deep underfloor bin plus roof rails from LUXE for the bulky overflow — but the 41.6 cu ft behind the second row is modest for the class, so bulky gear is a tighter fit here than in a Telluride or Pilot.

Tuned squarely for comfort and it shows at the limit — reviewers describe the QX60 as feeling big, heavy and a little clumsy through corners, with the ~4,700 lb LUXE AWD leaning on its all-season 20s well before the chassis runs out of composure.

The weakest of the QX60's dynamic traits: the speed-variable electric assist is light and consistent enough for parking and motorway work, but reviewers single it out as disconnected, giving little sense of what the front tires are doing.

Hardware is appropriate for the weight — ventilated discs at all four corners with dual-piston front calipers — and the pedal is progressive with no reported fade or grabbiness, but stopping performance is unremarkable for the class and nothing in the reviews flags it as a strength.

The 2025 engine swap cost the QX60 real drivability: the variable-compression four is smooth at part throttle but suffers noticeable turbo lag from rest, and the nine-speed is slow to react, so the car responds sluggishly to the sudden throttle a merge asks for. It is measurably slower than the V6 it replaced despite more torque.

Inoffensive and well isolated at a cruise, but the four-cylinder turns coarse and audibly strained when it is worked — a step back from the V6 in exactly the situation, a loaded family car accelerating hard, that a three-row buyer encounters often.

Infiniti publishes a 38.7 ft curb-to-curb turning diameter for the 2025 car, a few tenths wider than the 38.1 ft quoted earlier in this generation and mid-pack for a mid-size three-row SUV.

A high, commanding seat with a wide adjustment range — 8-way power with 4-way lumbar, plus a power tilt-and-telescoping column with memory and entry/exit assist on the volume LUXE — and controls that keep physical volume and climate switchgear alongside the console rotary; the compromise is thick rear pillars and a shallow third-row window that pinch over-shoulder visibility.

Comfort-first by design and, for 2025, less engaging than it was: no sport-tuned grade is offered, Sport mode is unconvincing, and the four-cylinder removes the smooth V6 soundtrack that gave the previous car what character it had.

PURE at $51,550 delivered includes leather-appointed first- and second-row seating, heated front seats, a heated leather-wrapped wheel, tri-zone climate, panoramic moonroof, power liftgate, a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, wireless charging and the full standard active-safety suite — content that costs thousands more to match on an Audi Q7 or Mercedes-Benz GLE. It falls short of an 80s score because ProPILOT Assist, navigation, the digital cluster and the surround-view camera all require the $6,600 step up to LUXE.

The QX60 prices well against German three-rows and Edmunds says value is its strongest argument, but 2025 is the year that case got harder to make: the price rose $1,000 while the V6's 295 hp was replaced by a 268-hp four-cylinder, and the mechanically related Nissan Pathfinder — along with the Kia Telluride and Hyundai Palisade — does much the same job for meaningfully less money.

Four well-spaced grades spanning $51,550 to $67,500 delivered, with Intelligent AWD a $2,000 option across the range (standard on AUTOGRAPH), a new Black Edition appearance package on LUXE, and a choice of second-row bench or captain's chairs. What caps the score is powertrain flexibility: one 2.0L VC-Turbo across the whole lineup, with no hybrid, PHEV or EV option in a segment where the GLE, X5 and XC90 all offer electrified variants.

The QX60 is Infiniti's volume leader and grew through the 2025 model year, taking 58% of a shrinking brand's US sales — a strong trajectory for the nameplate. Absolute volume still trails the luxury midsize leaders, the Lexus RX and Acura MDX, by a wide margin, which keeps it out of the top band.

Infiniti's image sits below Lexus, Genesis and the German trio in luxury brand studies, and the 2025 model year is when the contraction became visible to shoppers — the Q50 ended production, the QX50 and QX55 wound down, and the brand fell to essentially a two-model lineup with a thinning dealer network. That reads as a value alternative rather than an aspirational badge, and the resale data confirms the market prices it that way.

A strong buyer-side result even though it signals slow turn: transaction prices run thousands under sticker, subvented 0% APR financing over 60 months has been advertised on the 2025 QX60, and Costco membership stacks a further rebate on top. Nobody pays MSRP for this car.

2025 is the fourth year of the third-generation (L51) car launched for MY2022, so the platform and cabin design are mid-cycle rather than current. It is a genuine change year under the skin — the new 2.0L VC-Turbo, the Black Edition package, walk-up/walk-away key fob and standard Bose on LUXE — but the comprehensive visual and infotainment refresh landed on the 2026 car right behind it, so a 2025 buyer took on immediate redesign risk.

A split verdict that tilts negative for 2025. Safety credentials are class-competitive — IIHS Top Safety Pick and a five-star NHTSA overall — and U.S. News scores it 8.4/10, but the reviews that drove the 2025 car were unusually harsh about the four-cylinder swap, faulting acceleration, handling and ride refinement. It is not a comparison-test winner in this class.