Event data recorders, aka “black boxes,” are already prevalent in new cars, but a new law would make them standard on all vehicles, according to Car and Driver. The U.S. Senate has passed a bill that would mandate event data recorders for all new cars by the 2015 model year. The law also states that the car’s owner will control the black box info, though the owner could be forced to share it in cases of a court order, says the magazine. The House of Representatives is expected to pass its version of the EDR mandate law, though both versions would have to be reconciled before becoming law. The Department of Transportation has already developed a standard data set for black boxes, which goes into effect for the 2013 model year. It stipulates that event data records must record five seconds worth of pre-crash data, including forward crash speed, the speed the vehicle was traveling, whether brakes were applied and time of airbag deployment. Black boxes are useful for investigating accidents and helping to establish culpability — whether that be the manufacturer — such as Toyota in its sudden acceleration scandal — or the driver themselves.

In other news:

• Toyota will expand its V-6 engine production in America, allowing the automaker to build an additional 216,000 V-6 motors a year. The $80 million investment will add 125 jobs to Toyota’s Huntsville, Ala., plant, said the carmaker. The increased production will begin in March 2014.
• GM’s troubled European Opel brand has decided to move the bulk of production of its next-generation Opel Astra to its plant in England, ending production at its German plant in 2015, according to Bloomberg. The English factory won the contract because its union backed a new deal allowing the factory to work on a three-shift, 24-hour schedule, among other concessions. The deal leaves the Astra (on which the Buick Verano is based) with just two plants (instead of three) in Europe when the new model goes into production in 2015.
• When Volvo axes its aging XC90 crossover for a new model in 2014, the current-generation model will be handed over to Chinese parent company Geely, according to China Car Times. Geely will use the old XC90 platform, which first debuted in 1999, to develop a new high-end brand for China.

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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 ended up delivering a driver focused 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.

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Plugging in seems to be popular for at least one automaker. Toyota’s Prius Plug-In was the third-fastest-selling car in the U.S. in April. In March, it was the second-fastest. We reported last week that Prius Plug-In sales bested those of the Chevy Volt and Nissan Leaf, and if it keeps selling at this pace, we could see even larger sales numbers in the future.

The average time it took to sell a new 2012 or 2013 model — from the time it arrived on dealer lots until the paperwork was signed — increased to 45 days in April from 41 in March. But March was and is traditionally a busier sales month. The 45-day mark bested April 2011′s 48-day average.

Luxury SUVs also were hot. BMW has turned over to the 2013 model year for the X3 and X5 and that propelled the newcomers to the top of the Movers list, selling in just four days. The all-new Infiniti JX and redesigned Acura RDX also moved quickly at a rate of six and seven days, respectively.

The slowest-selling cars aren’t really a surprise in April except for one. BMW redesigned its 6 Series convertible and coupe for 2012 and overall, they’re excellent machines. Here the story seems to be the engine and drivetrain selections.

While the turbocharged six-cylinder 640i isn’t selling quickly in the coupe body style, it is as a convertible with a stark difference of 111 days versus 43 days.

Folks who want the robust power of the twin-turbo V-8 in the 650 didn’t want it in the droptop. It took 128 days to sell it. The coupe, however, was a different story, selling in just 34 days. The selections make sense to us with convertible buyers looking for style over performance and coupe buyers going after power above all else.

Our picks for potential deals are varied, so if you’re looking for a sporty convertible it might be a good time to look at the Ford Mustang — unless you can afford a BMW 650i. Luxury sedan shoppers also could find dealers wanting to move the outgoing Lincoln MKZ and the current Infiniti G37 sedan.

Movers

• 2013 BMW X3: 4 days
• 2013 BMW X5: 4 days
• 2012 Toyota Prius Plug-In: 5 days
• 2013 Hyundai Sonata: 5 days
• 2013 Hyundai Elantra: 6 days
• 2013 Infiniti JX: 6 days
• 2012 Toyota Prius c: 7 days
• 2013 Acura RDX: 7 days
• 2012 Hyundai Azera: 8 days
• 2012 Subaru Impreza: 8 days
• 2013 Hyundai Genesis coupe: 9 days
• 2012 Porsche Cayenne: 10 days
• 2013 Lincoln MKS: 10 days
• 2012 Kia Soul: 11 days
• 2013 Ford Mustang coupe: 11 days

Losers

• 2012 Porsche Boxster: 250 days
• 2012 Infiniti M35h: 174 days
• 2012 Infiniti EX35: 134 days
• 2012 BMW 650i convertible: 128 days
• 2012 Nissan Murano CrossCabriolet: 120 days
• 2012 Volkswagen Eos: 115 days
• 2012 Mitsubishi Outlander: 115 days
• 2012 BMW 750Li xDrive: 114 days
• 2012 Nissan NV cargo van: 113 days
• 2012 BMW 640i coupe: 111 days

Cars.com Recommends

• 2012 Volkswagen Golf two-door: 60 days
• 2012 Nissan Maxima: 62 days
• 2012 Lincoln MKZ: 67 days
• 2012 Infiniti G37 sedan: 74 days
• 2012 Ford Mustang convertible: 79 days

About the Lists
The Movers and Losers list reports the average number of days it takes to sell models from the day they arrive on the lot until the final paperwork is signed by a buyer. This is not a days-of-inventory list like you may find on other websites. We’re now focusing on only 2012 and 2013 model years.

For Movers, we only list vehicles that pass a certain threshold of sales in order to weed out limited editions, ultra-high-performance cars and others that might skew the numbers or otherwise inaccurately portray popularity. For Losers, we have removed any threshold to reflect 2012 models that may have the greatest incentives.

We changed the headline of our Movers and Losers starting this month. But will continue to call the lists themselves Movers and Losers.