2003-2012 Infiniti FX35 Problems: 20 Known Issues

Early VQ35DE-equipped FX35 models are known for a whining or supercharger-like noise caused by wear in the timing chain guides and related front timing components. On the VQ35DE the documented whine comes from worn secondary timing chain tensioner shoes letting the secondary chains run slack; Nissan's bulletin for the same engine in the Maxima, Altima and Quest replaces both secondary chains and tensioner shoes, though no FX35-specific bulletin was found.

Certain 2011 FX35 (with 2011-12 Pathfinder, Frontier, Xterra, 2012 M35h and others, 14,718 vehicles total) were built with an oil cooler / oil filter attachment bolt manufactured below specification strength. The bolt can fracture at the oil filter attachment point, causing a rapid engine oil leak, loss of oil pressure and potential engine seizure while driving. NHTSA campaign 11V592000; the recall began January 30, 2012.

The first-generation FX35 uses the VQ35DE, an engine known for oil consumption once ring wear sets in. On the FX the more common mechanism reported by owners is oil pulled through the PCV system: the narrow baffle channels in the passenger-side valve cover gum up and the PCV valve passes liquid oil into the intake, coating the throttle body and intake with oil and burning it. Owners report losing several quarts between changes (one 2003 owner lost more than 3 quarts every 3-4 months; another 2005 at 105k was 2.5 quarts down when the cats failed). Running low on oil on this engine also feeds the timing-chain and catalyst problems. Rate is worse on pre-2007 engines.

Second-generation (S51) FX35 with push-button Intelligent Key uses an electronic steering column lock that fails, leaving the car completely dead to a start request: the dash lights, the yellow KEY and steering-lock icons illuminate, and the wheel cannot be turned. It is the same well-known Nissan/Infiniti ESCL failure seen on the G37, M and 370Z. Nissan extended the warranty on some of its own models but Infiniti never issued a recall or extension, and dealers commonly quote $1,000 or more including towing, or blame aftermarket electronics.

First-generation FX35/FX45 (shared with the G35 and Murano) chronically burn out the door lock actuators. One door stops responding to the fob or the master switch, and owners commonly end up replacing three or all four over the life of the car; an actuator failing in the locked position can leave a door that will not open at all. A failed actuator can also confuse the body control logic so a window drops after locking. Dealers quote $400-500 per door, or over $2,000 for all four.

The FX35 commonly develops intermittent failures of the camshaft position sensors and sometimes the crankshaft position sensor, causing stalling, hard starts, or limp operation. Heat and age degrade the sensor electronics, and this issue is widely reported across Nissan/Infiniti VQ applications of the era.

On 2003-2004 FX35 (and 2003-2006 FX45, plus 2003-2004 G35 and 2003-2004 350Z) the rubber fuel filler hose degrades from ozone exposure and cracks. Fuel then leaks from the hose while the tank is being filled, which is a fire hazard if an ignition source is present. Owners typically notice a raw gasoline smell at the rear passenger side near the filler neck and wheel well. NHTSA campaign 05V555000 covered 192,659 vehicles across the affected Nissan/Infiniti models; the Infiniti bulletin is ITB06-006b.

A common Nissan/Infiniti issue on this era of FX35 is inaccurate fuel level readings caused by wear or contamination of the fuel level sending unit inside the tank. Owners report the gauge sticking, dropping suddenly, or showing empty with fuel still in the tank, sometimes accompanied by a check engine light.

Every first-generation FX35 is covered by the Takata passenger-side frontal airbag inflator recalls. The non-desiccated PSAN inflators can rupture on deployment after long-term humidity and heat exposure, sending metal fragments at occupants. The FX was recalled repeatedly as coverage expanded: 15V226 and 15V287 (2015 regional expansions), 16V349 (zones A and B), 17V028, 20V008 (all remaining non-desiccated inflators), and then 21V139 (R20C2) for 2003 FX35 and 2006-2008 FX35/FX45 that received a replacement airbag module under 20V008 whose cushion was folded incorrectly and can tear on deployment.

Early-production 2003 FX35 and FX45 left the factory with the bolts attaching the propeller (drive) shaft to the transmission and rear differential not tightened to specification. Loose bolts can back out and allow the propeller shaft to separate from the vehicle, causing loss of drive and a crash risk. NHTSA campaign 03V164; owner notification began May 27, 2003. The same first production run also had a companion recall (03V476) for under-torqued front brake caliper mounting bolts.

On first-generation FX35 models with the automatic transmission cooler integrated into the radiator, internal radiator failure can allow coolant and ATF to mix. Owners report radiator tank cracking or internal cooler failure, which can quickly damage the transmission if not caught early.

The FX35 is well known for front-end clunks, loose steering feel, and uneven tire wear caused by worn front lower control arm bushings, compression rod bushings, and sway bar end links. The vehicle's weight and sporty suspension tuning accelerate bushing wear, especially on rough roads and higher-mileage examples.

Premature front wheel hub bearing wear is one of the most widely reported FX35 faults across both generations, with owners reporting failures anywhere from 30,000 to 100,000 miles and frequently both sides within a short interval. The bearing is pressed into a sealed hub unit, so the whole hub assembly is replaced. Symptoms are a roaring or humming that rises with speed and changes when weaving lane to lane. Dealers quoted around $500 per side; aftermarket hubs run ~$130 each.

On 2009-2012 FX35/FX50 (and 2008 EX35) the electric tilt and telescopic steering column adjustment slows and then stops working; a plastic gear in the motor drive strips. Infiniti issued voluntary service campaign ITB09-014 to replace the tilt and telescope motors at no charge on some 2008 EX and 2009 FX vehicles and extended the warranty on the motors, then issued bulletin ITB12-039 for motor replacement on cars not covered by ITB09-014; owners also report ITB09-014 replacement motors failing again. Steering itself is unaffected, but the wheel is stuck at whatever position it failed in and owners with the memory/easy-entry feature lose that function.

First-generation FX35 owners frequently trace a power steering fluid loss to the pump's shaft seal and O-rings, or to the high-pressure line where it joins the pump or rack, typically around 85,000-130,000 miles. Fluid sprays onto the belt and lower engine, the reservoir runs low, and the pump whines or the steering goes heavy at low speed. Rack boot leaks (failing inner rack seals) are the other, more expensive source. A worn or leaking pump run dry will also take out the belt.

First-generation FX35s commonly set P0420 and/or P0430 (catalyst efficiency below threshold, bank 1/bank 2) as the two close-coupled converters degrade, often between 80,000 and 130,000 miles. Contributing causes on this engine are oil consumption coating the catalyst and rich running from failed coils/plugs or sensor faults. Dealers quote about $1,500 per converter plus labor, with the OEM manifold-integrated cats being the expensive part. Aftermarket high-flow cats compatible with the G35/350Z are a common lower-cost route, and replacing downstream O2 sensors alone often does not clear the code.

FX35 owners often report a shudder through the steering wheel and brake pedal when braking, which most people call "warped rotors". One 2003 FX35 owner felt it at about 43,000 miles, mostly at speeds above 70 mph. A 2009 FX35 owner had pulsing from the rear rotors at only 20,000 miles. After those rotors were resurfaced, the pulsing came back about 11,000 miles later. A 2007 FX35 owner on the same forum said his rotors warped again after being fixed, and other FX and QX70 owners say the vibration continued after their rotors were replaced. Infiniti's judder bulletin ITB00-024I covers all Infiniti models and names two causes. The first is uneven rotor thickness. The second is runout, meaning the rotor wobbles as it turns. As the pads pass the thick or wobbling spots, the pedal pulses, and in bad cases the steering wheel shakes. Owners also suspect other causes, none of them confirmed: pad material deposited on the rotor during hard stops, hard spots in the rotor, a sticking caliper, worn guide pins, rust on the hub face, and unevenly tightened lug nuts. The 2009 owner measured his rotors and found them within spec, but they still pulsed.

First-generation FX35 (2003-2008) uses the Jatco RE5R05A 5-speed automatic; the second generation (2009-2012) uses a 7-speed automatic. Owners report a harsh or lurching 4-to-3 downshift when slowing, shudder or flare on 4th/5th engagement, and in worse cases a transmission stuck in 3rd or 4th that will not select 5th with the manual mode showing only 'D'. Infiniti addressed the shift-quality complaints with a TCM reprogram; the second-gen owner community reports the reflash 'cured' shifting complaints. Cars that go beyond shift quality into limp mode usually have solenoid/valve body faults, and the solenoids are serviced only as a complete valve body assembly.

On 2003-2008 FX the rear hatch stops releasing from the exterior button or key fob while the interior emergency release still works. Failures are usually intermittent at first (one owner reported sporadic failure at 90,000 miles) and progress to complete non-response. The cause is the electric latch release motor/actuator in the liftgate, whose brushed motor commutator fouls; some owners find that unlocking a front door manually will briefly let the hatch open, pointing to the actuator rather than the switch.

First-generation (S50) FX35 dashboards develop raised bubbles, blisters and a sticky, melting surface, typically starting around the navigation screen and air vents and spreading across the top pad. The adhesive and vinyl skin fail under heat and UV exposure, so Sun Belt cars are hit hardest and earliest (often by 50,000 miles or 4-6 years of age). Nissan knew of complaints by 2006, faced a class action (Hurst v. Nissan North America), and ultimately extended the dashboard warranty to 96 months / unlimited miles from production date and replaced more than 45,000 dashboards. Owners whose dashes bubbled after the 8-year window were routinely denied.