Iron fist, velvet glove
HIGH-TECH ‘SMART’ SUSPENSION AND AN ENGINE WITH MOTORSPORT HERITAGE STAND THE QX80 IN GOOD STEAD.
THE INFINITI QX80 first arrived in Australia in mid 2015, which at the time saw a downward realignment of Patrol Y62 pricing. What we have here is the facelifted 2018 QX80, which brings new body styling detail to both front and rear, interior and equipment tweaks, claims of lower NVH, and better fit and finish such as narrower panel gaps.
The QX80 comes at a hefty $22K premium over a top-spec (TI-L) Patrol Y62, its donor car, but adds a fair lump of extra luxury, convenience and safety kit (see ‘What you Get’ sidebar) over the already well-stocked TI-L. And it’s still the least expensive of the three 4x4s here.
What remains constant in all this is that the QX80, like the Y62, is a big wagon, and is even big in its overall dimensions in the company of both Lexus models, hardly small wagons themselves. A constant, too, is the familiar and impressive Hydraulic Body Motion Control (HBMC) suspension and the willing 5.6-litre petrol V8 of the Patrol Y62.
POWERTRAIN AND PERFORMANCE
THE QX80 is in fact more about its engine as it defines much of the way it drives and feels. Its impressive numbers – 5.6 litres, 298kw and 560Nm – give the message that it’s big and powerful, but don’t tell the whole story.
The quad-cam 32-valve V8 is state-ofthe-art for a naturally aspirated petrol engine and has direct injection and variable timing and lift on the intake valves. The variable lift on the intake valves does away with the need for a conventional throttle and makes for a less restrictive intake passage. The engine is part of Nissan’s VK V8 engine family that’s been widely used in – and in part designed for – motorsport in Japan (GT class), Europe (Le Mans prototypes) and even in Nissan’s local Supercar.
Dip hard into the QX80’S throttle and you can feel and hear this motorsport heritage and tech come to the fore. This is a light-fly-wheeled engine that’s revvy, eager and more than energetic enough to overcome the QX80’S considerable weight and size to be the performance leader of the three wagons here – not that the diesel Lexus is ever really in the hunt.
Shorter overall gearing than the LX570 also helps in any pedal-to-the-metal contest and the slick seven-speed automatic doesn’t let the team down with sharp full-throttle shifts.
At a more leisurely pace, the QX80’S
V8 is smooth, quiet and effortless to drive without ever quite matching the LX570’S refinement.
ON-ROAD RIDE AND HANDLING
THE PUNCHY 5.6-litre V8’s performance isn’t lost on a chassis that offers flat and surprisingly sharp on-road handling thanks to the effectiveness of the HBMC suspension.
Even on tight corners there’s hardly a hint of body roll and, for something as big and heavy as it is, the QX80 feels light, nimble and confident in the company of the heavy-feeling and often less-steady Lexus pair. The QX80’S fully independent system also plays its part here to produce a chassis that’s happier at high speeds on bumpy country roads than the rear-live-axle chassis under both LXS.
Despite the QX80’S 22-inch wheels and relatively low-profile 50-series tyres the ride comfort is surprisingly good, thanks in part to the QX80’S large wheel/tyre combination which means that even with 22s there’s still a bit of tyre sidewall. The HBMC control suspension helps here, too, as when there’s no lateral loading from cornering the suspension relaxes to provide a more comfortable ride.
OFF-ROAD
THE QX80’S star starts to fade offroad as its deep nose and extended rear bumper significantly eat into the approach and departure angles. Not helping matters, the otherwise brilliant HBMC suspension doesn’t offer any height adjustment, which would help rectify this problem and give a bit more clearance, which the QX80 also needs.
That’s not to say the QX80 doesn’t have anything going for it off-road, as the HBMC suspension provides a surprising amount of articulation, especially for a fully independent system, thanks to the active dampers and lack of travel-limiting sway bars. The QX80 also has a rear locker and brake-force traction control that remains active on the front axle when the rear locker is engaged.
All this means the QX80 can match the live-axle Lexus models for tractive ability, but still needs more all-round clearance to match either LX off-road, both of which enjoy the benefit of height-adjustable suspension.
The QX80 has driver-selectable Sand, Snow or Rock modes available in both high and low range, in a 4x4 system that’s more straightforward to operate than the system in either LX.
CABIN, ACCOMMODATION AND SAFETY
THE QX80 seats seven people in a cabin that’s the biggest and most spacious in this company. The extra size of the QX80 over both Lexus models is most beneficial in the extra width of the second-row seat and the fact that the third row seat is easier to get in and out of than the third row of the LX570, and more comfortable for adults once you get there. The remaining luggage space when the third-row is deployed is also superior in the QX over the LX570.
The QX80 hasn’t been submitted
for ANCAP testing so doesn’t carry a safety star rating. Nevertheless, it has a long list of safety kit (see ‘What You Get’ sidebar) headed by automatic emergency braking.
PRACTICALITIES
THE ELEPHANT in the room in this three-cornered contest is fuel consumption, and both the QX80 and the LX570 are in the wrong corner of the room. On test the QX80 averaged 18.5L/100km, which was slightly better than the LX570 but still thirsty by any measure.
Making matters worse is that the QX80 loses 40 litres of fuel capacity over the equally thirsty Y62, dropping capacity from 140 to 100 litres. With our on-test fuel average that will only take you 490km if you factor in a 50km ‘safety’ margin. The QX also asks for premium 95RON fuel; although, it does seem to run on lower octane without any obvious issues.
On a more positive practical note, it will take 18s from the Y62 Patrol if you want more country-touring and off-road suitable tyres on the QX80.