Infiniti FX30d S 2013 Review

Infiniti FX30d S

The strikingly styled FX SUV spearheads that assault, launching in seven variants, including three engine flavours and three specification levels. Here we’re examining the FX30d S, which sits at the heart of the pricing range and should be one of the best-selling models.

Not that Infiniti’s sales forecasts are bullish at this early stage, given it launches with only two dealers, one each in Sydney and Brisbane. The late withdrawal of its proposed Melbourne partner has thrown a spanner into the works, but Infiniti says a fix is under way.

Prices kick off at $83,900 for the FX37 GT and progress all the way to $114,900 for the V8. The FX30d S, as driven by motoring.com.au, is priced at $94,900.

Starting with the GT, standard equipment is comprehensive. It includes roof rails, 20-inch alloys,  power tailgate, bi-xenon adaptive lighting, aluminium pedals, leather seat trim, dual-zone climate control, keyless entry and start, sunroof, hard drive sat-nav, Bluetooth, and Bose 11-speaker audio with iPod connection. There’s also a handy two-driver memory system for the powered steering wheel, exterior mirrors and 10-way adjustable heated-and-ventilated driver’s seat.

In addition to some cosmetic touches, the V6-only ‘S’ adds two-mode active damping, 21-inch wheels, 14-way driver’s seat adjustment and front sports seats.

The diesel alone gets rear active steer, which uses an electric motor to steer the rear wheels by up to one degree. Infiniti claims the system offers more steering response at low speeds and enhanced handling feel at high speeds.

The S Premium also includes a birds-eye Around View Monitor with corner sensors and a batch of high-tech safety aids.

A space saver spare tyre is standard issue on all models and all come with a four-year/100,000km warranty, along with 24-hour roadside assistance that’s also valid for four years.

Unlike its German rivals, Infiniti has opted to load up on standard equipment, with options limited to metallic paint for $1500.

The FX engine range is all high-tech, with quad cams and four-valves per cylinder, but the turbodiesel FX is not the most frugal of powerplants, averaging 9.0L/100km and 238g CO2/km. Despite this, it still outdoes the petrol V6, which runs on 95 RON premium (12.1L/100km, 282g/km) and the 98 RON V8 (13.1L/100km, 307g/km).

At 287kW the V8 tops the power table compared to the diesel (175kW) and petrol (235kW). But the diesel counters in the torque stakes, punching out 550Nm, compared to the V8’s 500Nm and the petrol V6’s 360Nm.

Predictably, the V8 is also the fastest accelerating from rest to 100km/h at 5.8 secs. The V6 is no slouch at 6.8 secs, but the diesel is a relative dawdler at 8.3 secs. The diesel isn’t helped by having the heaviest kerb weight of the group, packing in excess of two tonnes across the range, although the other two aren’t much lighter.

The FX’s seven-speed automatic transmission includes adaptive shift control, downshift rev matching and magnesium paddle shifters. Drive is channelled to all four wheels via Nissan’s electronic torque-split ATTESA E-TS system. What this means is that the FX is predominantly rear wheel drive unless slip is detected at the rear wheels, at which point up to 50 per cent of drive can be channelled forward.

The front suspension utilises double wishbones and there’s a multi-link arrangement at the rear. Steering is via power-assisted vehicle-speed-variable rack and pinion.

There’s a shortage of legroom for tall passengers in the rear, while the luggage area is limited to 410 litres, expanding to a sizeable 1305 litres when the split-fold rear seat option is utilised. Up-front there is a decent amount of storage space, but there are no rear door pockets so passengers here have to make do with seat-back pockets.

Unfortunately, the FX’s adventurous exterior styling doesn’t carry over to the interior. The dash design is quite slab-faced, with a straight-forward layout that does at least ensure fairly simple and easy-to-operate controls.

Our test car’s dark trim exacerbated the sensation of being rather deeply ensconced in the FX, whether seated in the front or back.

The top-spec S Premium adds a bunch of extra high-tech features, including forward collision warning, intelligent brake assist and lane departure warning.

Euro NCAP awards the FX the maximum five stars.

Of this lot, the $94,900 FX30d S’s most obvious rivals are the Audi Q7 3.0 TDI ($90,000), BMW X5 xDrive 30d ($92,100) and Mercedes-Benz ML 350 CDI ($99,900).

In lieu of its own diesel SUV, Lexus bowls up the RX450h petrol-electric hybrid, the mid-spec F-Sport version of which retails for $89,900.

While the FX’s striking good looks may draw comparison with BMW’s hiked-up X6 SUV, the X6 xDrive 30d is, in fact, a fair bit more expensive at $110,900.

Pitch it through a series of corners and it hangs on impressively. The steering responds quickly and accurately for such a big, high vehicle, although there’s some remoteness in terms of the connection the driver feels between wheel and road.

Massive 21-inch rubber encourages roar from coarse bitumen, although the ride in either adaptive damper ‘auto’ or ‘sports’ mode retains impressive – albeit firmly controlled.

The diesel engine is not so good. We can now understand why Infiniti has done a technical deal with Daimler that includes the fitment of Mercedes-Benz’s excellent turbodiesel V6 to the forthcoming G Series and other future Infiniti models. 

The V9X diesel’s lag at tip-in throttle is chronic and pronounced. Then, once there are some revs onboard, engine noise becomes unacceptably intrusive.

Braking performance only gains a pass mark too. The FX’s weight always seems to demand quite firm pedal pressure for assertive stopping.

Around town the cloistered feel of the cabin makes reversing and manoeuvring something of a chore.

However, as we’ve already noted, the Infiniti FX’s unique, eye-catching looks will ensure other drivers see you coming, even if you can’t see them.

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