2024 Infiniti QX60

The 2024 QX60 (second generation, L51, launched for 2022 — 2024 is a carry-over year) offers a single powertrain: the 3.5-liter naturally aspirated V6 rated at 295 hp, unchanged across PURE, LUXE, SENSORY and AUTOGRAPH. Competitive with mainstream three-rows but modest for a mid-size luxury SUV, where turbo-six and hybrid rivals reach 350-400 hp.

270 lb-ft from the naturally aspirated V6, and it arrives high in the rev range (4,800 rpm) rather than off idle — the practical drawback of skipping forced induction in a 4,600-4,800 lb three-row. Turbocharged rivals of similar output deliver 350-400 lb-ft from around 1,500 rpm.

Independent test figures cluster around 7 seconds — aggregate published results average ~6.9 s, Edmunds' instrumented test recorded 7.4 s. Adequate but unremarkable in a class where the Genesis GV80 3.5T and Grand Cherokee L V8 run in the mid-5s to low-6s.

The naturally aspirated VQ35DD is the QX60's most consistently praised mechanical trait: linear throttle response with no turbo lag and no hybrid handoffs to manage, and reviewers note it sounds good under load and delivers power smoothly. It gives up outright thrust and low-end pull to turbocharged rivals, which is the reason it sits in the upper-middle band rather than the 80+ tier.

The 9-speed automatic that replaced the previous generation's CVT is the single biggest driveability improvement of this generation and shifts cleanly in normal driving, but it is the recurring complaint in reviews: it can be slow or clumsy stepping down when asked for a sudden pass. Solidly mid-band — better than a CVT, short of the best 8- and 10-speed calibrations in the class.

Properly equipped — AWD with the Tow Package, standard on AUTOGRAPH AWD and optional on SENSORY AWD — the QX60 is rated at 6,000 lbs, a genuine strength versus most unibody three-row crossovers. FWD models and AWD models without the package are limited to 3,500 lbs, so the headline figure is a configuration, not the default.

Infiniti's Intelligent AWD is optional on PURE, LUXE and SENSORY and standard on AUTOGRAPH, so all-wheel drive is reachable at every price point rather than gated to the top trim. It is a competent transverse on-demand system sending up to 50% of torque rearward with a Snow drive mode, but there is no low range, no locking differential and no genuine torque-vectoring hardware — solidly the middle band.

6.7 inches of ground clearance, road-biased tires, no skid plates, no low range and no off-road trim anywhere in the lineup — the QX60 is a school-run and highway vehicle whose only rough-surface provision is a Snow drive mode. Fine for a plowed driveway or a gravel access road, and nothing beyond that.

One engine, one transmission, take it or leave it: every 2024 QX60 is the 3.5L V6 with the 9-speed automatic, with FWD or AWD the only mechanical choice. No turbo four, no hybrid, no PHEV and no EV variant at a time when nearly every mid-size luxury three-row rival offers at least one electrified option.

EPA rates the 2024 QX60 AWD — the representative volume configuration for a mid-size luxury three-row — at 22 MPG combined, with FWD one better at 23. A naturally aspirated 3.5L V6 in a 4,600 lb-plus crossover with no electrification puts it at the back of a class where hybrid three-rows now post 34-36 combined.

20 MPG in the city — the weakest part of the QX60's efficiency picture, since there is no electric assist to cover stop-and-go running and the V6 has to move substantial mass from rest. Hybrid rivals roughly double this figure in urban use.

25 MPG highway with the 9-speed automatic's tall top gears. Respectable for a naturally aspirated V6 but still short of the 27-29 MPG turbo-four and hybrid three-rows manage at a steady cruise.

A generous 19.5-gallon tank offsets the mediocre economy, giving an EPA-calculated 429 miles between fills — mid-pack for the segment and enough for a full day of road-tripping with three rows occupied. FWD models stretch this slightly further.

$3,450 a year at EPA's standard 15,000 miles — near the top of the running-cost range for the whole SUV field, because 22 MPG and premium-grade fuel compound. This is the QX60's single weakest measured figure, and it is a structural consequence of the powertrain rather than a trim choice.

The EPA classifies the QX60's 3.5L V6 as premium recommended rather than premium required — 91 octane is what Infiniti calls for to reach the rated 295 hp, but the engine will run on regular with reduced output, so an owner has a cheaper fallback. That flexibility is why it lands mid-band rather than in the penalty zone, though the real-world expectation is still a premium fill at every stop.

NHTSA rated both the FWD and AWD 2024 QX60 at 5 stars overall, with 4 stars frontal, 5 stars side (5 barrier both rows, 5 pole) and 4 stars rollover. The rating is identical across drivetrains, so the volume LUXE configuration carries it.

The 2024 QX60 is an IIHS TOP SAFETY PICK+ — its third consecutive year — with Good in small overlap front (driver and passenger), Good in the original moderate overlap front, Good in the updated side test, Good headlights on every trim and Good pedestrian front crash prevention. It falls short of a clean sweep only on the updated moderate overlap front test, where rear-passenger head/neck/chest readings held it to Acceptable; the frontal ratings are also assigned from a 2022 Nissan Pathfinder test conducted by Nissan rather than an IIHS test of the QX60 itself.

Every 2024 grade gets Forward Emergency Braking with Pedestrian Detection, Predictive Forward Collision Warning, Rear Automatic Braking, Rear Cross Traffic Alert, Blind Spot Warning, Lane Departure Warning and High Beam Assist standard. The volume LUXE trim adds Blind Spot Intervention, Lane Departure Prevention, Around View Monitor with Moving Object Detection, front sonar, Driver Attention Alert, full-speed-range Intelligent Cruise Control and ProPILOT Assist with Navi-link as standard. The gap is the entry PURE, which gets conventional cruise control only — adaptive cruise and ProPILOT are not even optional on it, which is why this sits below the all-trims-comprehensive band.

IIHS rated the standard AEB system Good overall under the updated pedestrian protocol that includes nighttime scenarios — it avoided collisions outright in the 25 mph crossing-child test and in every crossing-adult and parallel-adult night run on both high and low beams. The system is standard on all four grades, so the volume trim gets the tested hardware.

Blind Spot Warning, Rear Cross Traffic Alert and Rear Automatic Braking are standard on every grade, and the volume LUXE adds active Blind Spot Intervention plus Around View Monitor with Moving Object Detection as standard. There is no trailer-aware blind-spot coverage despite the available 6,000-lb tow package, and no dedicated safe-exit alert — Rear Door Alert is a rear-seat reminder rather than an exit-path warning.

Lane Departure Warning with haptic steering wheel is standard across the range; Lane Departure Prevention and ProPILOT Assist's steering assist centering are standard from LUXE up. Reviewers describe the centering as competent and low-workload on well-marked highways but not among the most confident systems in the segment, and none of it reaches the PURE trim.

The volume LUXE and above get Intelligent Cruise Control with full speed range and stop-and-hold plus ProPILOT Assist with Navi-link, which uses map data to trim speed for curves and exits — a well-integrated single-lane highway assist. It is held back by an adaptive cruise calibration reviewers found overly cautious in traffic, and by the entry PURE having no adaptive cruise available at all.

No hands-free highway mode is offered on the 2024 QX60 at any trim. ProPILOT Assist with Navi-link is a hands-on system — Infiniti's own disclaimer requires both hands on the wheel. Infiniti's hands-off ProPILOT Assist 2.1 arrived only with the 2026 redesign.

IIHS rated both 2024 headlight variations Good — the Autograph's curve-adaptive LED projectors and the non-adaptive LED units on Pure, Luxe and Sensory — so the volume trim gets a Good-rated system with no upgrade required. High Beam Assist is standard on every grade and earned rating credit; the only knock is some low-beam glare and inadequate reach on the gradual left curve.

The forward view is a strength — a commanding seating position and a relatively upright windshield draw praise from reviewers. Rearward it is a conventional three-row crossover: thick rear pillars, a rising beltline and third-row headrests break up the view, and Infiniti's answer is camera-based rather than structural. Around View Monitor with Moving Object Detection and front sonar are standard from the volume LUXE up, but the Smart Rear View Mirror that actually fixes the over-the-shoulder view is a Vision Package option on LUXE/SENSORY and standard only on Autograph.

IIHS gives the QX60 its top LATCH ease-of-use rating of Good+ — three seating positions with complete lower-anchor-and-tether hardware (second-row outboard and center, third-row driver's side) plus two tether-only positions. The second row tilts and slides for third-row access with a child seat still installed, which is the standout feature for this segment. Points come off for a third-row booster fit that is barely wide enough with a buckle sunk into the cushion, and a high step-in that small kids struggle with.

The 2024 QX60 carries a 60/40-split sliding second-row bench on PURE, LUXE and SENSORY for seven seats; only the top AUTOGRAPH swaps in captain's chairs for six. The volume LUXE is therefore a seven-seater — note this differs from 2023, when the captain's chairs reached down to SENSORY.

40.8 inches of front headroom is generous for a mid-size crossover and is quoted with the panoramic moonroof that is standard on every 2024 grade, so there is no trim penalty to note. Comfortably above the segment midpoint.

42.1 inches of front legroom is mid-pack for the class — adequate for tall drivers but short of the 43-44 inch figures posted by several three-row rivals. It is the same on every trim and both drivetrains.

37.5 inches in the second row is below the middle of the SUV band — the standard panoramic moonroof and the QX60's relatively low 69.7-inch roofline both eat into it. Serviceable for adults but not a strength.

37.7 inches in the second row is a solid figure for the segment and the bench slides fore and aft, so second-row occupants can trade space with the third row as needed. The third row's 28.0 inches is where the packaging runs out.

Access is the QX60's best third-row trait: the multi-mode second row has a one-touch release that tilts and slides forward without removing an installed child seat, and third-row occupants get headliner-mounted air vents, a USB port, cupholders and 60/40-split manual recline (power return on SENSORY/AUTOGRAPH). But 28.0 inches of legroom and 35.7 inches of headroom put it firmly in the kids-and-teens band — well short of the Palisade/Telluride class of three-rows, and reviewers consistently describe adults back there as a short-trip proposition.

41.6 cubic feet behind the second row is the QX60's weakest practical measurement — it trails mainstream three-rows like the Palisade and Telluride by a wide margin and sits low in the SUV band. The 14.5 cubic feet left with all three rows up is enough for a grocery run, not a seven-person airport trip.

75.4 cubic feet maximum is mid-band for a three-row SUV — competitive with luxury rivals of similar footprint but roughly ten cubic feet behind the mainstream volume leaders. The 198.2-inch overall length is average for the class, so this is a packaging result rather than a size result.

Competitive everyday storage without a headline trick: 10 cupholders and 4 bottle holders, a Qi wireless charging pad standard on every trim, overhead sunglass storage, underfloor stowage behind the third row and a 120V household outlet from LUXE up. The genuinely clever piece — the removable second-row center console that converts the aisle to a walk-through — is AUTOGRAPH-only for 2024, so the volume trim does without it.

Well equipped and generally comfortable, but not the segment benchmark reviewers' summaries might suggest. Both front seats are 8-way power with power lumbar, heated as standard and ventilated from LUXE up; massage arrives on SENSORY. The knock is consistent across reviews — the front cushions look and feel luxurious but are short on lateral support with slightly over-firm bolstering, and the second-row bench is criticized as flat and firm.

Composed and comfort-biased on its MacPherson-strut front and multilink rear suspension with dual-flow-path dampers, and reviewers rate the ride comfortable in normal use. It stops short of the plush band on two counts: there is no adaptive or air suspension anywhere in the lineup, and the 20-inch wheels fitted to LUXE and above turn broken pavement slightly firm while body control in corners allows noticeable lean.

The most consistently praised aspect of the QX60's cabin. Reviewers describe it as quiet and refined across road surfaces, with only a faint rush of wind noise at highway speed — helped by the 0.32 coefficient of drag and acoustic glass, and by a naturally aspirated V6 that stays hushed at cruise rather than droning like the small turbos in several rivals.

Genuinely rich and, unusually, most of it starts at the base trim: tri-zone automatic climate control, heated front seats, a heated steering wheel, headliner-mounted rear vents for both the second and third rows, rear heater ducts and a panoramic moonroof are all standard on every 2024 grade. LUXE adds ventilated front seats and remote engine start; SENSORY layers on heated second-row outboard seats and the Advanced tri-zone system with a Plasmacluster air purifier. The only gaps are the lack of rear-seat climate controls beyond vents on lower trims and no heated third row.

Infiniti's own 2024 pricing release opens the QX60 at $49,650 MSRP for PURE FWD, with a $1,350 destination and handling charge on top, so the real entry price is $51,000. That undercuts Audi Q7, Volvo XC90 and Lincoln Aviator at the door while sitting above Acura MDX — mid-pack for a mid-size luxury three-row, and expensive against the mainstream SUV band this item normalizes on.

LUXE AWD is the volume configuration — it is the step that adds ProPILOT Assist with Navi-link, Around View Monitor, climate-controlled front seats, 20-inch wheels and the 12.3-inch digital cluster, which is the equipment most QX60 buyers actually want, and AWD is a near-default in this segment's core northern markets. At $57,700 plus $1,350 destination it lands just under $59,100; SENSORY AWD ($61,050) and AUTOGRAPH AWD ($66,100) climb from there.

Edmunds' True Cost to Own for this exact model year projects $5,572 in maintenance plus $1,085 in repairs over five years at 15,000 mi/yr, or $6,657 combined — the most year-specific figure available, and modestly above the mid-size SUV median because Infiniti's thin dealer network charges premium-luxury labor rates on hardware shared with the Nissan Pathfinder. The three years of complimentary service bundled into MY2024 (see 5.3.1) offsets part of the early-years bill, which is why this sits below KBB's ~$8,000 estimate for the same nameplate.

Weak retention, and weak enough to sit at the very bottom of the SUV normalization band — the two dedicated depreciation trackers put the QX60 at 37–39% retained at five years against a luxury mid-size SUV class average of about 45%, and Infiniti's brand equity trails Lexus, Acura and Genesis in every residual forecast. The live used market corroborates it: two years into its life the average 2024 QX60 transacts around $37,300 against a ~$59,000 volume-trim sticker, and luxury three-rows keep shedding value through years three to five.

Infiniti's standard new-vehicle basic coverage — four years, and a 60,000-mile cap that beats the 50,000 miles BMW, Mercedes and Audi allow over the same four years. It trails only Genesis's segment-leading 5 yr / 60,000 mi among luxury rivals.

Six years and 70,000 miles is the low end of the luxury pack — it matches Acura and Lexus on years but the 70,000-mile cap is short, and it is nowhere near Genesis's 10 yr / 100,000 mi. For a V6 three-row that families keep past the basic warranty, the gap is a real cost exposure rather than a paper one.

Genuinely multi-year included maintenance plus meaningful perks: Infiniti Premium Care is standard on every MY2024 vehicle, lease or retail, covering up to three years of oil changes, tire rotations, inspections, brake fluid and cabin air filter service, and it stacks with four years of unlimited-mileage roadside assistance, Infiniti InTouch connected services and a SiriusXM trial. That is three years of scheduled service at no cost against a segment where BMW and Genesis offer three years, Volvo three, and Cadillac barely one visit — the top band, held just short of the ceiling because the covered items are the routine ones and Premium Care ends a year before the basic warranty does.

$59,050 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $23,620) leaves about $35,430 in depreciation. Add the projected $6,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $42,130 in total.

The predictors disagree, which is the mixed-signal case this band describes. Consumer Reports flags below-average predicted reliability for the 2024 QX60 — a penalty driven by Infiniti's track record with recently redesigned models rather than by this year's own data, since CR simultaneously rates the 2024 car about average against other 2024 vehicles. J.D. Power puts predicted reliability at 75/100, the middle of its "Average" 70–80 tier, and RepairPal is the most favorable of the three. The 2024 is the third year of the L51 generation launched for 2022, so the redesign-risk discount is fading but has not cleared.

Infiniti is a genuinely mid-pack dependability brand with a strong initial-quality showing that does not extend to the three-year horizon. It climbed 15 places to 4th among premium brands in the 2024 J.D. Power Initial Quality Study at 187 PP100 against a 232 premium average, and rose to 10th in Consumer Reports' 2024 brand reliability ranking — but IQS measures 90 days, not durability, and the 2025 IQS reversed much of that gain at 242 PP100. Infiniti does not appear in J.D. Power's VDS leaders and dropped out of CR's 2025 brand table entirely for insufficient owner data, which caps the confidence as much as the score.

Three NHTSA recalls reach the 2024 QX60 and all three are safety-system campaigns: a driver airbag inflator that can absorb moisture and deploy improperly, a front seat belt pretensioner missing a rivet, and adaptive headlights that aim downward at speed. None is a powertrain, structural or fire defect, and each is a discrete supplier/assembly fault rather than a systemic design problem — but two restraint-system campaigns on one model year is more than a clean record. Owner complaint patterns compound it modestly, clustering on electrical and ADAS faults (engine stall after water exposure, AEB and parking-sensor malfunctions, self-lowering rear windows) rather than on mechanical failure.

Half of this powertrain is proven and half is not. The 295-hp 3.5L VQ35DD V6 is a direct-injected member of Nissan's long-running VQ family, naturally aspirated, widely shared across Nissan and Infiniti, and carries no durability red flags. The transmission is the open question: the 2022 redesign replaced the JATCO CVT — the source of the previous generation's worst reliability reputation — with a ZF 9HP nine-speed, which is a real improvement in principle but a unit with its own spotty history, including recalls for rough and delayed shifting in the Jeep Cherokee and a 500,000-unit campaign for dropping into neutral. Owners of the QX60 report low-speed hesitation and jerky shifts consistent with that family's known behavior, though no failure wave. Newer combination with no red flags, not a proven high-mileage pairing.

The cabin is the QX60's strongest suit and reviewers rate it above its price rather than merely competitive. Edmunds calls the material quality very good not just for Infiniti but for the class, and notes that even the base Pure trim feels more expensive than it is; the Autograph adds kimono-inspired quilted stitching and open-pore ash. Isolation reinforces the impression — testers describe the interior as quiet on all road surfaces with only faint wind rush. It falls short of the top of the band only because the volume Luxe trim's semi-aniline-free leather and some lower-console plastics stay a step behind the German tier.

Assembly quality is a real strength for the 2024 model year. Infiniti posted 187 PP100 in the 2024 J.D. Power Initial Quality Study — 4th among premium brands and well clear of the 232 PP100 premium average — and Edmunds singles out fit and finish specifically as very good for the class. What owner complaints exist for this model year run to electrical and driver-assistance faults rather than panel gaps, rattles or water intrusion, which is the pattern that separates a well-assembled car with buggy electronics from a poorly built one. Held below the 80s because the 2025 IQS regression suggests the 2024 result was a peak rather than a settled level.

Coverage is thin and the reputation is good — adequate, not strong. Infiniti runs roughly 190 US stores, one of the smallest networks of any mainstream luxury brand and materially sparser than Acura's ~260 or Lexus's ~240, which means a real drive to a franchised dealer in much of the interior US, and the brand has been contracting its US footprint. Against that, satisfaction scores are genuinely high: 2nd among premium brands in the J.D. Power 2024 Sales Satisfaction Index at 840 versus an 818 premium average, and top-tier finishes in third-party service-responsiveness studies. Nissan's parts and technician infrastructure sits behind the network, but Nissan stores do not service Infinitis.

The QX60 is cheap to run by luxury standards because so much of it is Nissan. It is built on the elongated Murano/Pathfinder platform and shares the VQ35DD V6 with high-volume Nissan models, so mechanical parts are commodity items and independent shops are comfortable with the hardware. RepairPal puts average annual repair cost at $639 — ordinary money in absolute terms and well under the luxury norm — with low severity, though above-average repair frequency means more visits for small things. Infiniti-specific trim, the ZF 9HP and the ProPilot/ADAS sensor hardware are the dealer-only, pricier exceptions that keep it out of the top band.

The INFINITI InTouch 12.3-inch interactive display is standard on all four 2024 grades, so the volume LUXE gets the same screen as the AUTOGRAPH. Mid-band for the segment in 2024 — respectable, but rivals had begun shipping 14-inch-plus panels and pillar-to-pillar arrangements.

Reviewers consistently describe the system as easy to use, and the hardware balance is a real strength: the touchscreen is backed by the InTouch rotary controller and, unlike much of the segment, the QX60 keeps physical climate controls and a proper volume knob. What holds it out of the top band is dated graphics and menu structure inherited from the wider Nissan/Infiniti stack, plus owner complaints about the electronics that surface in consumer reviews.

Half the equation is best-in-class and half is a generation behind: wireless Apple CarPlay is standard on every 2024 trim including the entry PURE, but Android Auto is wired-only across the whole range. Android users on a $55,700 LUXE plugging in a cable is the gap that keeps this out of the 80+ band.

Functional rather than impressive, and the item most owners route around with phone projection. Voice recognition is standard on all grades but is command-structured rather than natural-language — no conversational assistant of the sort Mercedes MBUX or BMW's system had by 2024. Native navigation is a genuine package (real-time premium traffic, 3D building graphics, SiriusXM Travel Link) but is absent from the PURE entirely.

The available Bose Performance Series 17-speaker system is a legitimate highlight of the car — standard on SENSORY and AUTOGRAPH and reachable on the volume LUXE through the $1,000-class Performance Audio Package. The base 9-speaker unit with HD Radio is merely adequate, which is the only thing keeping this below the top of the band.

The volume LUXE and everything above it get a full 12.3-inch Dynamic Meter Display, matching the center screen and configurable across layouts. It is not standard on the base PURE, which keeps Infiniti's Fine Vision electroluminescent analog gauges with a 7-inch Intelligent-View screen between them — a partial-digital arrangement that is perfectly legible but a tier behind.

Squarely the infotainment-only band. INFINITI InTouch supports over-the-air updates for the infotainment software and map data over the vehicle's built-in connection, so the head unit does not need a dealer visit or a USB stick. There is no evidence of whole-vehicle OTA that adds features or updates powertrain, chassis or ADAS modules on the L51 — that class of capability arrived with the 2026 redesign, not here.

The MyINFINITI app covers the core set — remote engine start, remote lock/unlock, vehicle locate, vehicle status, horn and lights — and the hardware is standard from LUXE up. Two things hold it mid-band: there is no phone-as-key or digital key sharing on this generation, and remote services run on an INFINITI InTouch subscription that lapses to a paid tier after the included trial.

Well provisioned for a three-row family car: the volume LUXE carries six USB ports spread across all three rows with USB-C in the front and second rows, a Qi wireless charging pad standard on every trim including the base PURE, and a 120V household outlet from LUXE up. The mix still leans on legacy USB-A and the third row gets a single A-type port, which is why it is not in the top band.

More complete than most: Intelligent Key proximity entry works on the front doors, the rear doors and the liftgate — many rivals limit it to the front pair — with push-button start and a power liftgate standard on all four grades, and key memory that recalls seat, audio and climate settings per driver. Remote start is standard from LUXE. It falls short of the top band on two counts: no phone-as-key, and the hands-free motion-activated liftgate is reserved for SENSORY and AUTOGRAPH.

The volume LUXE gets Infiniti's Around View Monitor with Moving Object Detection plus front and rear sonar as standard, and the available Smart Rear View Mirror streams a camera feed that ignores third-row headrests and cargo. Two deductions: the entry PURE is limited to a rear camera and rear sonar with no surround view at any price, and no automated parking system is offered on any 2024 grade.

The hardware is good — a 10.8-inch color head-up display, among the larger units in the class — but it is optional rather than standard on the volume trim, bundled into the Vision Package alongside adaptive front lighting and the Smart Rear View Mirror on LUXE and SENSORY, and standard only on the AUTOGRAPH. Available on the trim families buy, at a cost.

This is the QX60's strongest single use case. IIHS gives it a Good+ LATCH ease-of-use rating — three seating positions with complete lower-anchor-and-tether hardware plus two tether-only positions — and the multi-mode second row tilts and slides for third-row access without removing an installed child safety seat, which is the packaging trick this segment usually gets wrong. Rear Door Alert is standard on every trim. It is held out of the very top band by a high step-in for small children and a third-row booster fit that is barely wide enough with a buckle sunk into the cushion.

Top-tier credentials on the trims families actually buy: an IIHS TOP SAFETY PICK+ for its third consecutive year, 5 stars overall from NHTSA on both FWD and AWD, Good-rated headlights on every trim, and a standard suite on all four grades covering forward emergency braking with pedestrian detection, predictive forward collision warning, rear automatic braking, rear cross-traffic alert, blind-spot warning and lane departure warning. The deduction is the entry PURE, which cannot be optioned with adaptive cruise, ProPILOT Assist or the Around View Monitor at any price — those start at the $55,700 LUXE.

The cabin side is genuinely good — tri-zone automatic climate with headliner-mounted vents for both the second and third rows, rear heater ducts, second-row sunshades and USB power in all three rows, in a car reviewers call quiet and refined. What caps it is luggage: only 14.5 cubic feet remain behind the third row, so a seven-up road trip means a roof box or leaving the back row folded, and there is no rear-seat entertainment option anywhere in the lineup.

A relaxed commuter for the most part: the naturally aspirated V6 has no turbo lag or hybrid handoffs to manage, the cabin is quiet, the driving position is commanding, and the volume LUXE gets full-speed-range adaptive cruise with stop-and-hold plus ProPILOT Assist with Navi-link as standard. The recurring annoyance is the nine-speed automatic, which reviewers note can be slow or clumsy stepping down for a sudden pass in traffic.

Expensive to commute in, and the fuel grade is the reason it lands this low rather than merely below average. The EPA rates the QX60 at 23 mpg combined FWD and 22 mpg AWD — unremarkable for 2024 in a class with hybrid options — but Infiniti specifies premium unleaded, so every one of those middling miles is bought at the top of the pump price. EPA puts annual fuel cost at $3,300 FWD and $3,450 AWD.

Manageable with camera help rather than easy. At 198.2 inches long and 86.0 inches wide across the mirrors it is a full mid-size three-row footprint, and reviewers describe it as feeling big and heavy in tight work. Offsetting that: a 38.1-foot curb-to-curb turning circle is genuinely tidy for the length, and the volume LUXE gets the Around View Monitor with Moving Object Detection plus front and rear sonar as standard. No automated parking is offered.

Light-duty at best. Properly equipped — AWD plus the optional Tow Package, which adds a transmission oil cooler, hitch receiver and trailer sway control — the QX60 pulls 6,000 lbs, which is a real figure for a unibody crossover and enough for a small boat or a pair of dirt bikes. Everything else says otherwise: 3,500 lbs without the package, a 6,036-lb GVWR against a 4,595-lb curb weight leaving modest payload headroom, no bed, and a naturally aspirated V6 making its 270 lb-ft at 4,800 rpm rather than off idle.

The mechanical hardware is not the concern — the VQ35DD V6 and the ZF-derived nine-speed are shared with the high-volume Nissan Pathfinder and are proven in service. The vehicle around them is: leather-appointed seating on every trim, carpeted floors, no wear-friendly vinyl or rubber-floor option, and no fleet or commercial presence to draw a durability reputation from. It is a luxury family car that would wear badly under jobsite abuse.

Few work-oriented provisions. There is a 120V household outlet from LUXE up, slimline roof rails from LUXE up, cargo tie-downs and a hitch receiver via the Tow Package — and that is the list. No onboard power system beyond the single outlet, no washable surfaces, no bed or bed access features, and no upfitter ecosystem of the kind trucks and commercial vans carry.

A good tourer. EPA-estimated range is 448 miles FWD and 429 AWD, comfortably a full driving day between stops; the cabin is among the quieter ones in the class, the V6 stays hushed at cruise, and ProPILOT Assist with Navi-link uses map data to trim speed for curves and exits on the volume trim. It stops short of the top band because the front seats draw criticism for firm bolstering and limited support on long stints, and there is no adaptive suspension to smooth out rough interstate.

Gravel roads and bike racks, not trailheads. Intelligent AWD is available on every trim with a Snow drive mode, roof rails and a 6,000-lb tow rating cover toy-hauling, and the 120V outlet helps at a campsite. But 6.7 inches of ground clearance, a 15-degree approach angle, road-biased all-season tires, no low range, no locking differential and no skid plates put anything rougher than a maintained forest road out of reach — there is no off-road trim in the lineup.

Adequate rather than exceptional. Both rear rows split 60/40 and the second row slides, roof rails arrive from LUXE, a hitch is available and there is underfloor stowage behind the third row. The ceiling is the raw volume: 41.6 cubic feet behind the second row and 75.4 maximum are mid-pack figures that trail mainstream three-rows, and the folded floor is not fully flat, so long or bulky items are a squeeze.

Secure but unremarkable — the QX60 is tuned for comfort and makes no pretence otherwise. Reviewers describe it as feeling big and heavy through corners with noticeable body lean, and note it lacks the tight body control of the segment's better handlers. The MacPherson-strut front and multilink rear layout is competent, but with no adaptive dampers, no air suspension and no genuine torque-vectoring hardware in the transverse AWD system, there is nothing here to sharpen it up.

The weakest element of how this car drives, and the criticism is specific rather than generic. The vehicle-speed-variable power assist is light and consistent enough for parking duty, but reviewers report the steering feels disconnected and fails to give a good sense of what the front axle is doing — the vague, overly-light description that defines the bottom band.

Adequate with no red flags, scored on hardware and the absence of complaint rather than on an instrumented figure — no published 60-0 test for the 2022-2024 QX60 surfaced in research. The car runs ventilated discs at all four corners (13.78-inch fronts with dual-piston calipers, 12.99-inch rears) with electronic brake force distribution, brake assist and hill-start assist with auto hold standard, and reviewers of the 2024 car raise no pedal-feel or fade objections. Placed mid-band because it is unverified, not because it is suspect.

The naturally aspirated 3.5-liter V6 is the most consistently praised mechanical trait of the car: linear throttle response with no turbo lag and no hybrid transitions to smooth over, delivering power cleanly through the range. The nine-speed automatic that replaced the previous generation's CVT shifts well in normal driving but is the drag on this score — reviewers report it struggling to downshift smoothly when asked for a sudden pass.

Pleasant under load and near-inaudible at cruise. The VQ-family V6 draws praise for how it sounds when worked hard — a genuine advantage over the small, boosted four-cylinders that drone in several rivals — and with no stop-start shudder or hybrid handoff to manage, the driveline stays smooth. Some engine noise does reach the cabin under hard acceleration, which is what keeps it out of the top band.

38.1 feet curb-to-curb is mid-band for the SUV class and genuinely tidy relative to the QX60's 198.2-inch length and 114.2-inch wheelbase. Infiniti publishes a single figure covering all four grades and both FWD and AWD, so the 20-inch wheels on upper trims do not cost anything here.

A strong point. The commanding forward view over a relatively upright windshield is repeatedly praised, the driver's seat is 8-way power with 4-way power lumbar on every trim, and the volume LUXE adds a power tilt-and-telescoping column with entry/exit assist and dual-occupant memory covering seat, mirrors and wheel. Crucially the QX60 keeps physical climate controls and a rotary infotainment controller rather than burying them in the touchscreen. The deductions are thick rear pillars that break up the over-the-shoulder view and a manual column on the base PURE.

Appliance-like, and deliberately so. The QX60 is competent and quiet but gives the driver little to engage with — disconnected steering, comfort-biased body control, a 7.0-second 0-60 that is adequate rather than quick, and a Sport drive mode that changes the calibration without changing the character. Reviewers routinely point buyers who care about this toward the Acura MDX or Audi Q7 instead.

The $49,650 PURE arrives with leather-appointed first- and second-row seating, a panoramic moonroof, a 12.3-inch touchscreen with wireless Apple CarPlay, a wireless charging pad, heated front seats, a power liftgate and the full active-safety suite — content that costs several thousand more in options on an Audi Q7 or Mercedes GLE at a higher starting price. Held below the top band because 18-inch wheels are the base fitment and the features buyers most associate with the car, ProPILOT Assist with Navi-link and the Around View Monitor, do not appear until the $55,700 LUXE.

Value is the QX60's strongest argument and every major outlet says so — it undercuts the German three-rows by roughly $10,000 while matching most of their content, and U.S. News rates its value above the luxury midsize SUV class average. What keeps it from a standout grade is what the money does not buy: a single 295-hp naturally aspirated V6 against turbocharged and hybrid rivals, plus the awkward fact that the mechanically related Nissan Pathfinder delivers the same three-row packaging for roughly $15,000 less.

Four well-spaced grades — PURE, LUXE, SENSORY and AUTOGRAPH — each available with front- or all-wheel drive, giving eight configurations across a $49,650 to $66,100 spread with no large gaps, and AUTOGRAPH swapping in second-row captain's chairs for buyers who want six seats. The ceiling on the score is mechanical: one engine, one transmission, no hybrid, PHEV or EV option anywhere in the 2024 lineup at a time when nearly every rival offers at least one electrified drivetrain.

The QX60 is comfortably Infiniti's volume leader — 27,808 US units in 2024, close to triple the QX50's 10,772 — but it is a steady mid-pack seller in absolute terms rather than a segment force, trailing the Lexus RX, Acura MDX and Grand Cherokee L by a wide margin. The 2024 trajectory was flat at best: sales trackers disagree on direction for the year, which is itself a sign the model was holding rather than rising.

Infiniti in 2024 was a shrinking brand with a shrinking dealer footprint and a lineup down to a handful of nameplates, and reviewers consistently frame it as the value alternative rather than an aspirational badge — it ranks below Lexus, Genesis and the German trio in luxury brand studies. That perception is not cosmetic here: it is the direct cause of the resale weakness in Cost of Ownership, which is why this sits below neutral rather than at it.

A good car to negotiate on. Through the 2024 model year Infiniti ran subvented APR and regular lease cash of roughly $950–$1,950 depending on trim and region, layered on top of the Costco Auto Program's $1,000–$1,250 member incentive, and the QX60 was routinely available below sticker. Meaningful buyer-side value without the desperation-pricing signal of the $6,000 hood cash the nameplate carried in later years.

Squarely mid-cycle: 2024 is the third year of the L51 generation launched for 2022, and it is a carry-over year whose only changes are a standard frameless rearview mirror and an infotainment software update. The design still read as current in 2024, but the naturally aspirated V6 and 9-speed automatic were already the oldest-feeling hardware in the class, and the comprehensive refresh that eventually arrived for 2026 was still two years out.

Well reviewed but never the pick of the class — a split verdict where the hardware safety credentials are genuinely class-leading and the driving verdict is not. IIHS named the 2024–2025 QX60 a Top Safety Pick+ for the third consecutive year, and KBB rates it 4.0/5, but Edmunds and U.S. News both land on 'good, with too many small shortcomings' and rank it mid-to-low among luxury midsize SUVs. It has not won a major comparison test or a NACTOY-tier award in this generation.