2004 Infiniti QX56

The QX56 is Infiniti's first 8-seater and it's the Division's first model to be assembled in North America. To set it off from the deep-seated, but conservatively spec-ed competition, there's independent rear suspension with separate coils and shocks, a 5-speed automatic with a gated console shifter, best-in-class acceleration and an impressive 8,900-lb. tow rating. Inside real wood and brushed aluminum accents compliment yards of Sojourner leather. Comfortable seats, (a second row bench for eight is standard; optional captain's chairs reduce that to seven), excellent inside-out visibility, premium audio and a rear-view monitor (an option you'll definitely want) make the QX56's cabin a nice place to visit. The rear seat folds completely flat, enhancing cargo loading and adding space.


Under the hood, a refined version of the big, 5.6-liter DOHC V-8 that makes the Titan a powerhouse is standard on the QX56; its 325-hp power rating is eclipsed by the Caddy's 6-liter, 345-hp engine, but we're told the upside is achievable. Throttle-by-wire is another feature. Responses are instantaneous, with no perceptible hunting. The big guy rides on handsome P26570R 18-inch chromed wheels, and those yawning wheel openings appear to have sufficient room for more-fashionable 20s, if this truck captures the fancy of the bling-happy and free-spending.

Under the hood, a refined version of the big, 5.6-liter DOHC V-8 that makes the Titan a powerhouse is standard on the QX56.

Six-footers can rejoice; it's plenty big. The wheelbase stretches just over ten feet long; overall length is nearly 18 feet, but with short overhangs and, if you measure to the lip moldings, the QX56 is almost 80-inches wide. Infiniti claims the QX56's traditional body-on-frame construction reduces the potential for squeaks and rattles. Layers of insulation and integral padding help reduce NVH. That's helped by a full-length, fully-boxed ladder frame with nine cross members.


This luxo-truck SUV's double wishbone front and multi-link rear independent suspension is tuned differently from the more rugged Armada's—it's closer to luxurious and more compliant than it is to firm and sporty, we'd say. Diminished shift impulses from the nicely spaced 5-speed, in concert with 390 lb.-ft. of creamy torque (10 lb.-ft. more than the Escalade) ensure that the QX56's forward progress more closely resembles a rheostat's smooth opening than it does a series of progressive shifts. The Q idles quietly but under acceleration the stainless steel exhaust emits a specially-tuned, powerful rumble. It's not as aggressive as the Titan pickup's throaty bellow, but it's noticeably cool. Luxury trucks with designer sound ... what will they think of next?


Of course, the QX56 can be ordered with either rear-wheel drive or all-wheel-drive; and, while it doesn't pretend to be an off-roader, it's competent on gravel, rutted roads and uneven surfaces. If you really want a huge off-roader, get a Hummer or wait for the Jeep Unlimited. The AWD system starts with all four wheels, then constantly adjusts electronically in milliseconds as road grip is needed. The system is capable of a 50/50 split, and as its sensors "read" the road, the grip changes imperceptibly in milliseconds. Brake-activated (ABLS) traction control ensures smooth starts on slippery surfaces. The QX56 has a high-torque low range for towing, an active center differential that provides an infinitely variable torque split (power is split front/rear upon starting; in cruise mode, it all goes to the rears). It will work on just one wheel if the other three are slipping. The ABLS combines with standard Vehicle Dynamic Control (VDC) to ensure tractability and skid response no matter what the road conditions. On the road, the QX56 was sure-footed, smooth and quite fast, without that top-heavy uneasiness in turns that's sadly inherent in some big sport utilities.