Acura will replace their long-in-the-tooth MDX with a new model that looks a lot like the current MDX and even uses a similar 3.5L V6. The new model should look very similar to this concept. As it underwhelming as it seems, Honda did this with the CR-V and it’s arguably the best small crossover out there. The new RDX, despite criticisms relating to its lack of turbochargers, is a vastly improved car. I’m willing to give them the benefit of the doubt on this one.

If you believe Ken Lewenza, president of the Canadian Auto Workers union, the CAW is well on its way to organizing Honda’s Alliston, Ontario assembly plant. Lewenza told Ward’s Auto that “We’re getting some enthusiastic and strong support, but we’re not there yet.” The biggest problem for Lewenza is that the CAW has been in that position for almost two decades with respect to Alliston and hasn’t made any progress.

You may not know that, if the only thing you’ve seen so far are totally inaccurate, poorly aggregated articles like “CAW Begins to Organize Workers at Honda’s Ontario Factory“. This is simply not true. The CAW isn’t begging to organize workers at Alliston. Nor are Honda’s Canadian plant employees a bunch of pinkos who want to revolt against their foreign overlords while reaping the benefits of a union card. The truth is far more mundane and less exciting, as it usually is.

Honda hasn’t gone on the record with any publication regarding the CAW’s attempts – but we have sources that are familiar with the company, and are willing to talk to us. According to our source, the CAW has been trying this since at least the early1990s, but has never had much success.

There are assembly line workers at Alliston who want to unionize, but the majority apparently have no desire; wages are competitive and union dues don’t have to be paid. The union hasn’t been warmly received in the past either.  Alliston, which builds the Honda Civic, CR-V, Acura MDX and ZDX, is one of Honda’s crown jewels in North America, and to Honda brass, the idea of unionization is anathema to the Big H’s corporate culture.

“It runs counter to the Japanese concept of loyalty,” our source said. “The whole idea is that if you’re loyal to the company, they’ll look out for you and your best interests. The workers shouldn’t need a union for that.” Honda also doesn’t want an outside force interfering in the way their plants are run. As our source put it “…[Organizing] interferes with the management structure of the plant itself – which is unacceptable to them.” As for what would happen if Alliston, or another Honda plant unionized? “Well,” said my source “remember what happened to Wal-Mart in Quebec?”

The idea that the union is making “progress” like so many blog headlines suggest, may be relative to say, being nearly dead in the water over the past two decades. The CAW is, to put it lightly, f***ed if they don’t sign up new members, and in a world where even the Oshawa plant is at risk, their future is precarious at best.

Infiniti has characteristically taken the path less travelled. The original Q45 was styled to express Japanese culture (rather than imitate the Germans), tuned for drivers, and infamously advertised with video of rocks and trees. The brand finally hit its stride thirteen years later with the compact rear-wheel-drive G35. It jumped on the crossover bandwagon with a pair of cozy cabined, firmly suspended, VQ-propelled eggs. Those seeking space for their family and their family’s stuff had a choice between the massive truck-based QX56 and something that wasn’t an Infiniti (often an Acura MDX). Market and dealer pressure to offer something much closer to the norm was no doubt intense. So, for 2013, we have the Infiniti JX35 (originally reviewed by Derek Kreindler). Has the brand’s character been overly compromised, or is this the crossover Infiniti should have offered from the start?

Recent Infinitis have been curvaceous, even bulbous. You won’t find fuller forms on any other new car lot. With the JX35, Infiniti clearly struggled with an inherent conflict between this design language and the need to offer competitive interior space. The JX’s exterior is an incompletely resolved combination of a curvy M-like front end (dominated by an over-sized grille and emblem) and a space-maximizing box. A “crescent-shaped” D-pillar is distinctive, but there’s probably an aesthetic reason that explains why it’s never been done before. Expect it to spread to other Infinitis as they are redesigned.

Inside the JX35, Infiniti has also backed off its usual tendencies in order to cater to the typical large crossover buyer. The interior is styled to resemble those in other Infinitis, so it’s easy on the eyes, but the forms are much different. The instrument panel and console are less curvy and less intrusive. The seats are flatter, nearly bolster-free, and less cushy. As a result, the JX feels less “tailored to fit” (or, for larger people, not fit) than other Infinitis. The appeal isn’t as deep, but it’s much broader.

Infiniti is very proud of the way the JX’s second-row split bench folds forward. With no child seat in it, the cushion folds up tightly against the backrest GM Lambda-style to open up a very wide path to the third row. Infiniti’s innovation: unlike in the Lambdas, if you strap in a child seat the bench can still slide forward enough to permit people to squeeze through. There’s no need to order captain’s chairs (that aren’t offered) to maintain access to the third row with child seats in the second row.

In other respects the JX’s rear passenger accommodations are nothing special. As in most crossovers (Ford’s being the major exception), the seats are flat and are mounted too low to the floor to provide adults with thigh support. And as in too many luxury vehicles, there isn’t any space under the front seats for the toes of second-row passengers, essentially reducing second-row legroom by about four inches. There’s still plenty of legroom in the second row if the bench is shifted fully rearward along its five inches of travel. But, again all too typically, if the second row is all the way back there’s very little legroom in the third row. Ultimately, there’s just enough space to fit average-sized men in all three rows if everyone limits their legroom to the amount they absolutely need. To Infiniti’s credit, the third row is better ventilated than most, so the kids won’t bake back there. Behind the third row you’ll find 15.8 cubic feet of cargo volume, about the same as in an Acura MDX. My five-person family’s luggage wouldn’t fit without folding at least half of the third row.

There’s considerably more space for both people and cargo inside a Buick Enclave. But Infiniti’s marketing people never mention the Enclave as a competitor. They prefer to talk about the Acura MDX and Audi Q7, both of which have tighter third rows than the JX and both of which have gone six years since a thorough redesign. But, in terms of specs and configuration, the Buick is actually the JX’s closest competitor. Inside, the Buick wins on quantity, the Infiniti on quality (unless GM has worked wonders with the 2013 refresh).

With a powertrain and chassis derived from the Nissan Murano (and shared with the upcoming 2013 Pathfinder), the JX35’s performance neither delights nor disappoints. Even with all-wheel-drive curb weight is a very reasonable 4,419 pounds, so the 3.5-liter V6’s 265 horsepower are sufficient. The mandatory CVT assists by holding the engine in its power band when this is required. I personally didn’t mind the behavior of the CVT. If you do, select sport mode and it mimics a conventional six-speed automatic. Go WOT with front-wheel-drive and there’s some torque steer and front-end float, but not nearly enough to by themselves justify all-wheel-drive. Unlike in the MDX, which has an oversteer-inducing rear differential, the JX’s all-wheel-drive system doesn’t significantly enhance the driving experience on dry roads.

Fuel economy according to the EPA is 18 city / 24 highway with front-wheel-drive and 18/23 with all-wheel-drive, similar to the numbers earned by large domestic crossovers. The trip computer reported about 21 on my largely exurban driving route (infrequent stops, speed typically between 40 and 60). Given the vehicle’s relatively low curb weight and CVT, it should be capable of better. Blame the aging VQ V6 engine.

The JX’s ride and handling are similarly sufficient for the vehicle’s intended mission. The steering is light but well-weighted, and even provides some feedback if you’re paying close attention. Body motions and lean are fairly well controlled, but rush the JX and it feels heavy and out of its element, lapsing into a safe, dull plow. Did I really expect otherwise, even with the Technology Package’s “active trace control”? Hope, perhaps. Expect, no. The ride is generally smooth and quiet, though there’s some “head toss” over uneven roads (a by-product of thick stabilizer bars) and some minor jitters over patchy pavement (the standard 18-inch wheels might help–the tested vehicles all had the optional 20s). One “feature” that few people will notice, or be bothered by if they do: the 60 side of the second row often vibrates, as if it’s harmonizing with a frequency in the suspension.

The Infiniti JX starts at $41,400. Add $1,100 for all-wheel-drive. Tick all of the major boxes and the sticker’s bottom line reaches $54,800, which is $540 below a 2012 Acura MDX Advance with Entertainment Package. But the ancient Acura lags in the safety nannies department, while the oh-so-2013 JX has them all (ICC, FCW, BCI, DCA, BSW, BSI, LDW, LDP, XYZ, PDQ, WTF). BCI—Back-up Collision Intervention—is a first: if the system detects that you’re about to back up into something, it automatically stops the vehicle. Between this feature and the around-view monitor Infiniti pioneered a few years ago (I’m a fan), the paint on the JX’s rear bumper should be good for the long haul. Use TrueDelta’s car price comparison tool to assign typical values to these features, adjust the price accordingly, and the JX emerges with a nearly $3,700 price advantage over the MDX. Compared to a loaded 2012 Buick Enclave, a similarly-equipped JX lists for $1,890 less before adjusting for feature differences and about $3,200 less afterwards. Even though the Infiniti can be optioned into the mid-fifties, it’s actually a good value. Willing to forego the fancy bits for a lower price? Nissan has a closely related Pathfinder on the way.

In the end, I’m not sure how to answer the question posed by the introduction. In the next few years, I’m going to take my kids on a grand tour of the western national parks from Arizona to Alberta. When I do, I’d like a roomy three-row vehicle with an athletic chassis. I like how Infinitis drive, my wife likes how they look and feel. They might have stuck to their characteristic way of doing things and created our ideal family truckster. But the entire auto industry has realized the pointlessness of catering to fecund driving enthusiasts taking once-in-a-lifetime Rocky Mountain road trips. The Cadillac SRX lost its barely-there third row and shifted to a front-wheel-drive platform. The relatively car-like Mercedes-Benz R-Class was vastly outsold by the clumsier GL. Lexus never delivered a planned driver-focused GS-based crossover, instead peddling the RX, GX and LX. Infiniti paid its car guy dues with the EX and FX; the former has sold poorly, the latter just a bit better. So the JX, which takes the emerging segment norm and dresses it like an Infiniti, is only a surprise in that it didn’t happen years ago. Unless you get off on safety nannies, there’s no wow, and little in the way of driving excitement. But there’s a lot of nice. The big question isn’t whether the JX will sell–it will–but how many other Infinitis will head down the same path.

Infiniti provided a couple of the tested JXs, fuel, insurance, airfare to Charleston, a fancy boutique hotel, and excellent food. Bill French at Suburban Infiniti of Novi provided another JX so I could test the ride on Michigan roads. Bill can be reached at 888-779-2907.

Michael Karesh operates TrueDelta.com, an online source of car reliability and real-world fuel economy information.