Expert Car Reviews

By the way Nissan has treated its Infiniti brand over its quarter-century existence, the now Hong Kong, China-based luxury division might have a case for child abandonment. The majority of its models, which for the most part were style, performance and technology leaders when devised, have been left to languish far past their various shelf lives, the parent automaker seemingly crossing its collective fingers in hopes that premium buyers will purchase their outdated products on traditional luxury features and price. Granted, Infiniti often offers best-in-class value, but you're not going to attract the vast majority of premium buyers with bargain basement deals, this reality casting a shadow on a brand's cachet. True luxury buyers expect more than great pricing for good performance and the usual assortment of high-level features, they expect constant innovation across the board.

Photo: Karen Tuggay, Canadian Auto Press

On this theme Infiniti should be lauded for introducing its EX35 way back in 2007 when very few premium brands offered anything in the compact crossover class. Sure, BMW's X3 had already been on the market for four years and Acura's RDX was just made available the year prior, but Audi's Q5, Mercedes-Benz' GLK and Volvo's XC60 wouldn't arrive for another year, Range Rover's Evoque wouldn't show up for another three years, and Lexus, Lincoln and Porsche wouldn't wake up and smell the compact CUV coffee until 2014. So kudos to Infiniti for being way ahead of the curve, but what's with waiting eight full model years before giving it a redesign?

Photo: Karen Tuggay, Canadian Auto Press

This is nothing new for Infiniti, however. The second-generation G37 Coupe also arrived in 2007 and has yet to be redesigned despite being renamed Q60 for model year 2014 when Infiniti's global brand-wide renaming scheme was all the news, while the G37/Q60 Convertible has been soldiering forward mostly unchanged since 2008. The FX mid-size crossover SUV was given a complete second-gen makeover in 2008 and while further updated with the brand's new grille design in 2011 and renamed QX70 for 2014 it's still the same going into 2016. This seemingly halfhearted lack of follow through is in sharp contrast to rivals BMW and Mercedes-Benz that are almost ridiculous in their attempts to createand expand on niche market segments that never before existed, let alone keep their top models up-to-date with regular styling, powertrain and feature improvements, while even once-staid and conservative Lexus has started to figure out the necessity for constant change too. The luxury market is mostly about style, performance, innovation, and of course image, and right about now a number of mainstream volume brands are doing a better job of wooing premium buyers than Infiniti. Believe me, Hyundai's new upscale Genesis brand will have its crosshairs squarely on the Nissan luxury line's back.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

As it is, the EX35 was produced from 2008 through 2012 mostly unchanged until the 3.5-litre V6 and five-speed automatic combination was upgraded to the current 3.7-litre V6 and seven-speed automatic, causing its designation to change to EX37 for 2013, although as soon as model year 2014 arrived the renaming scheme mentioned earlier came into effect with QX50 being the result. Now, two years later Infiniti has finally come out with a redesigned version, or at least that's what all the ads are stating.

Photo: Karen Tuggay, Canadian Auto Press

It certainly looks like a new QX50 when viewed from up front. While the general shape appears the same at first glance, the headlights seem carryover and even the base eight-spoke 18-inch alloys look identical, anyone can see that Infiniti has clipped its now trademark double-arch grille to the front end, along with a nicely reworked front bumper and lower fascia with lots of satin silver and chrome trim, plus an intricate set of chrome rimmed LED driving lights along with LED fogs. Additionally, Infiniti has redesigned the side mirror housings while adding de rigueur LED turn signals, plus it's reshaped the side sills, added a new rooftop spoiler with an integrated LED centre-mounted brake light, and given the rear end design similar changes to those up front including updated LED taillights that visually pop, a restyled bumper cap with large rectangular turn signals and reflectors, plus a stylish aluminum-look under-tray that frames two large bright polished tailpipes.

Photo: Karen Tuggay, Canadian Auto Press

While the 2016 QX50's updated styling now helps it visually fit within Infiniti's lineup, the biggest change in its makeover may just be the global adoption of a previous Chinese-market exclusive long-wheelbase version as standard equipment. The stretch incorporates an 80-millimetre (3.2-inch) wheelbase extension plus 109 millimetres (4.3 inches) of added length resulting in 235 litres (8.3 cubic feet) more interior volume, this newfound roominess especially impacting the rear quarters that now enjoy 65 mm (2.5 inches) of extra legroom, while cargo volume gets a 76-litre (2.7 cubic-foot) bump. Additionally, Infiniti has increased ride height by 15-mm (0.6-inch), which will make some difference during off-pavement excursions to the cottage or ski hill, but I'm guessing this change had more to do with increasing the driver's visual command of the road.

Photo: Karen Tuggay, Canadian Auto Press

If you were hoping to find change for the sake of change inside, get ready to be disappointed because the cabin remains status quo ahead of the front seatbacks, except for the inclusion of a standard power tilt and slide tinted moonroof with sunshade overhead. This said it was already a very appealing interior with a soft dash top and an even softer leatherette primary instrument hood, plus a soft plastic instrument panel and a similar high-quality pliable synthetic covering each door from top to bottom, various trim bits, switchgear and comfortably padded armrests aside. Even the glove box lid is made from the softer stuff, something even Audi doesn't do, although the lower console is hard plastic, and not particularly high-end feeling. A very upscale stitched leather-topped lid opens up to a set of cupholders, however, with a unique drop floor that makes way for taller bottles, while a comfortable padded leather and chrome trimmed armrest covers a larger velvet lined bin just behind, complete with a 12-volt power supply and USB plug.

There was plenty of aluminum trim in my tester, along with patterned aluminum inlays across the stylish door panels, while the entire centre stack was surfaced in a glossy grey composite that's easier to keep clean than the piano black lacquer used on so many other vehicles these days. It's not wood or carbon-fibre, the former available with a $4,400 Premium package upgrade, but it still looks good.

Photo: Karen Tuggay, Canadian Auto Press

Speaking of good looking, the QX50's primary gauges are simple and straightforward with two large, bright dials done out in a beautiful electroluminescent white on black with purple highlights, while a contrastingly low key black and white LCD multi-information display sits at centre. The aforementioned centre stack gets a reasonably large infotainment display accessed via Infiniti's quality feeling metal edged rotating controller that's surrounded by a bevy of buttons. In base trim it features displays for regular and satellite radio, fuel economy details, maintenance info, and vehicle settings, and is extremely easy to sort out. Quick access audio controls are positioned just below, set around Infiniti's trademark analog clock that looks as elegant as ever, while a neat row of dual-zone auto HVAC controls are positioned in a separate interface underneath. In addition, the lower centre console incorporates a gorgeous leather and metal gear selector assembly ahead of two variable temperature rotating seat heater controls positioned closer to the armrest, these flanking some dummy buttons surrounded by a single driver-selectable Snow mode.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

Yes, oddly there's no Sport mode in that mix to enhance performance, but then again with standard V6 power, a brilliantly reactive seven-speed automatic, rear-biased all-wheel drive, conventional rack-and-pinion steering delivering good feedback, a fully independent sport-tuned double wishbone front and multi-link rear suspension, and body mass that's generally lighter in weight than most SUVs, it hardly needs one. I would've liked steering wheel paddles to make the most of that Adaptive Shift Control-enhanced gearbox and the QX50's seriously sporting 24-valve, DOHC 3.7-litre V6, the former blipping the throttle ahead of rev-matched downshifts and the latter infused with continuously variable valve timing and Variable Valve Event and Lift (VVEL) for 325 horsepower at a heady 7,000 rpm and 267 lb-ft of willing torque at 5,200 rpm, but regular shift lever manual-mode sufficed. Then again this is a critically important model for Infiniti, so while this base example was sportier than most entry-level rivals, its edges had to be refined enough to allow an agreeable level of comfort. Still, I think Infiniti has found the right balance.

Photo: Karen Tuggay, Canadian Auto Press

To that end the QX50 is thoroughly enjoyable around town while impressively capable on the open road, whether cruising at high-speed down the freeway or tackling a twisting two-laner. Its longer wheelbase has improved the former and doesn't seem to have impinged on the latter, while it certainly enhances rear seat comfort. Unfortunately I never had opportunity to sit in the rear while the QX50 was mobile, but lounged in back while taking notes and found the rear seats offered better lumbar support than most, whereas rear legroom should be more than adequate for most adults. My five-foot-eight frame still had a good six to seven inches ahead of my knees when the front seat was set to my optimal driving position, while four inches remained above my head. A large armrest folds down between the two outboard positions, providing additional rear seat comfort and the bonus of twin cupholders.

Photo: Karen Tuggay, Canadian Auto Press

The slightly larger cargo compartment is particularly well finished, with what I think is the nicest tonneau cover in the industry. It's comprised of an aluminum cross member filled with a retractable canvas scroll cover that's completed by a thick chrome metal handle. It's easy to remove and put back in place, too. Also, lowering the rear seats couldn't be easier being that Infiniti has included a standard switch to each sidewall that immediately drops the 60/40-split seatbacks down to lay completely flat. Most competitors don't manage this task anywhere near as skillfully.

Photo: Karen Tuggay, Canadian Auto Press

So, while the QX50 isn't as new as some fans would like, there's still a great deal to appreciate about what was already there, and much to celebrate with the redesign. I think most would agree the styling changes made from front to back were well executed, while the boost in interior roominess is key to making the QX50 more livable. It also remains one of the sportiest crossover SUVs in its segment and one of the most affordable so equipped, so sales should benefit.

Photo: Karen Tuggay, Canadian Auto Press

In the US, after its second-best month of the year in September when Infiniti moved 263 QX50s, October saw 989 sales of the new model. The sales spike wasn't so radical here in Canada where the Infiniti's compact CUV already enjoys much stronger per capita numbers, but still its 175 August sales grew to 232 in September and 341 last month, which has to make the powers to be at Infiniti smile. Still, raining on this parade is Lexus' upstart NX that was only 13 sales away from toppling Audi and its Q5 from the best-selling compact luxury CUV pedestal last month, with the Japanese competitor achieving 840 sales in October compared to the Q5's 852 deliveries. Like I said in the beginning, today's luxury market doesn't necessarily reward those who pay their dues through longevity, but rather puts its money toward dramatic newness and innovation.

Photo: Karen Tuggay, Canadian Auto Press

On that note the addition of a standard sunroof is helpful, but where is the optional panoramic sunroof? Likewise, while absolute power under the hood will be a strong selling point for many would-be buyers, most rivals are offering less powerful yet still amply energetic turbocharged four-cylinder alternatives that are easier on fuel, or for that matter yet stingier diesels and cleaner hybrids, while their conventionally powered models deliver fuel-saving, eco-friendly technologies such as cylinder deactivation, regenerative braking, automatic idle stop/start, and more. The QX50 offers none of these, leaving it with a less than ideal claimed fuel economy rating of 13.7 L/100km city, 9.7 highway and 11.9 combined.

Photo: Karen Tuggay, Canadian Auto Press

Still, it delivers an impressively long list of standard features for a luxury SUV starting at just $37,900 plus fees, including everything already mentioned plus all the expected comforts and conveniences including auto on/off headlights, speed-sensitive variable intermittent wipers, auto-locking doors, powered heatable side mirrors, illuminated vanity mirrors, dual-zone auto HVAC, an eight-way powered driver's seat and four-way powered front passenger seat, a leather-wrapped tilt and telescopic steering wheel, a leather-wrapped shift knob, plus a large high-resolution colour infotainment display, which in the QX50's case is seven inches in diameter and filled with audio, climate, fuel economy, maintenance, comfort and convenience functions, whereas the stereo is a good sounding six-speaker system with a CD, aux and USB plugs, satellite radio, RDS and speed-sensitive volume.

Photo: Karen Tuggay, Canadian Auto Press

Unexpected but welcome, the QX50 also comes standard with a rearview camera system, not always part of the base package in the premium sector, and while the standard multi-information system ahead of the driver is a rather rudimentary black and white LCD screen, those gorgeous Fine Vision electroluminescent primary dials previously mentioned are set to each side. Another bonus that's often extra with competitors is proximity-sensing keyless access, along with an illuminated start/stop button, plus stainless steel front doorsill plates, and possibly most notable, premium leather upholstery throughout. The Germans only come standard with leatherette, which is something else to consider, while the QX50 also includes the benefit of variable-temperature heatable seats up front. What's more, Infiniti even lets you choose between Graphite (black), Wheat (beige) or Chestnut (caramel) interior colour themes at no extra charge, as long as the colour chosen is Black Obsidian, which doesn't incur an added cost.

Photo: Karen Tuggay, Canadian Auto Press

My tester's interior was black and its exterior wasn't painted light greyish Hagane Blue, the only new hue added to the QX50's seven-colour pallet, but it looked stylishly understated in Asgard Grey Metallic, a $285 extra. It really is a rich looking CUV, capable of pulling new customers to the Infiniti brand and keeping the majority of its highly satisfied clients within the family, but it's not going to be the runaway hit Infiniti needs.

Remaining unbiased in the automotive journalism profession is at times difficult, but it's paramount to delivering reviews that are credible and therefore useful to one's readers. Then again, our enthusiasm and personal perspective is what makes these reviews particularly helpful to new car buyers, not to mention occasionally entertaining, so there seems to be some allowance for opinionated lauding and diatribes alike, as long as we take into consideration that there's a butt for every seat as an old sales manager would constantly remind me way back in the '80s when I was selling cars. Another way of stating this ideology is: just because I might not like something doesn't mean someone else won't love it, or alternatively, everyone is entitled to their own point of view. Therefore, I think it's safe to admit that I've long been an Infiniti sport coupe fan, yet on that note it's equally important to add that more updates sooner would make me an even bigger Infiniti sport coupe fan.

Photo: Karen Tuggay, Canadian Auto Press

Today's Q60 is the car I'm referring to, if you hadn't already guessed. After the 2016 QX50 crossover SUV arrives next month, boasting a longer wheelbase and a few much-needed mid-cycle upgrades, the upcoming 2016 Q60 Coupe and Convertible models will be the only two vehicles within Infiniti's growing lineup not to display the brand's new corporate grille. Just why this is the case is anyone's guess outside of Infiniti's inner circle, but considering how much money the company spends on Formula 1 sponsorship alone, it's sportiest road car should at least be a poster child for brand identity. Then again, keeping in mind the lack of success the Renault-powered Milton Keynes-based Infiniti Red Bull Racing team is experiencing this year, maybe it's better to keep a low profile for a while.

Photo: Karen Tuggay, Canadian Auto Press

Rubbing salt into an open wound aside, other than a reworked lower front fascia, gorgeous new 19-inch alloys, LEDs now integrated into the taillights and some other small changes, the Q60's current design reaches way back to 2008 when the then-new 2009 G37 debuted to considerable fanfare. The first second-generation example I drove was an almost identical Coupe Sport model to the one I tested recently, loaned to me by Infiniti's US division for a road trip starting at the San Francisco airport and terminating at California's Monterey peninsula ahead of taking part in the annual Pebble Beach Concours d'Elegance, Concorso Italiano, Monterey Motorsports Reunion (historic racing) at Laguna Seca and other events now collectively dubbed Monterey Car Week, and while I was thoroughly impressed with Q60's improved interior quality, more plentiful top-level features, sensational powertrain performance and superb road-holding, I wasn't as charmed by its swoopier styling and less "tossable" handling.

Photo: Karen Tuggay, Canadian Auto Press

The original G35 Coupe was a BMW 3 Series beater off the line and through the corners when introduced in late 2002. Infiniti released it to we auto scribes during a Salt Spring Island, BC launch program in February of 2003, and on this small isle's wonderfully circuitous road network the car's ridiculously capable handling quickly became legend, I, for one, head over heals from its amazing performance and gorgeous lines. That design still holds up today and nimble rear-drive performance keeps it popular with tuners and drifters alike, and while the 2009 version didn't immediately grab me like the original did, it grew on me through the years, helped by multiple stints in the driver's seat.

Photo: Karen Tuggay, Canadian Auto Press

My time with the '09 G37 S Coupe just mentioned was followed up a year later by a '10 G37 Coupe, and then an absolutely brilliant '12 IPL G Coupe a couple of years after that, and last year a '14 Q60 Coupe, while various convertibles were enjoyed along the way in both G37 and Q60 guise, plus, more recently, seeing this '15 Q60 Coupe AWD Sport from all angles while posing for its photo shoot made clear that it was an inspired design that has aged extremely well.

Photo: Karen Tuggay, Canadian Auto Press

As noted earlier, the 2009 also dramatically improved everything else the old car was lacking. The interior was done so well, in fact, that this 2015 model remains one of the better-finished vehicles in its class despite some rivals having been updated more than once during the G37/Q60's eight-year tenure. Soft-touch synthetic surfaces are just above everywhere, even covering the lower console sides and lower doors unlike the brand new Cadillac ATS Coupe and the three competitive German brands that don't go so far to refine their two-door compact hardtops. Likewise, the roof pillars aren't only wrapped in high-quality woven fabric, but padded too. Lots of nice real brushed aluminum trim brightens the cabin as well, while the Q60's switchgear is excellent, with nicely weighted controls that are tightly fitted and ideally damped.

Photo: Karen Tuggay, Canadian Auto Press

As expected in an older model, some of the electronics aren't quite up to the same technical standards as freshly renewed rivals, with the nicely laid out primary gauges only getting a black and white LCD multi-information display at centre and the seven-inch infotainment system atop the centre stack looking very much like the one that was cutting-edge eight years ago (even before the term "infotainment" came into automotive vogue) and therefore not as high in resolution or graphically stimulating as the new Q50's, for instance. Fortunately, audio system technology hasn't advanced at the same rapid rate, which means the Q60's standard Bose stereo is impressive, and for those who prefer higher quality sound, it still incorporates a CD player.

Photo: Karen Tuggay, Canadian Auto Press

Seat technology is also something that doesn't advance as fast as in-car computing, and to that end the Q60's front sport seats are superb with excellent inherent comfort and support plus ample adjustability, although while heatable via a rotating dial that allows multiple temperature settings, their supple perforated leather cushions won't breathe from forced ventilation even with all options added, which is the norm with top-tier trim levels these days.

One thing that hasn't changed in the compact to mid-size 2+2 sport-luxury coupe segment is rear seat roominess, or lack thereof. Climb into the back of any of the Q60's competitors and you'll be counting the minutes until you're able to extract yourself, but for smaller adults and kids they're not only adequate, but more so are dealmakers that let a parent with young children enjoy a bit of performance cake to go along with the practical realities of family life. Of course these very hip moms and dads will likely have something similar to the seven-passenger QX60 on the other side of their garage, the (X-less) Q60 a wonderfully spirited commuter a.k.a. weekend getaway car.

Photo: Karen Tuggay, Canadian Auto Press

Make that a quick getaway car, the Q60's 3.7-litre V6 by far the most powerful standard engine in its class, producing 330 horsepower at 7,000 rpm and 270 lb-ft of torque at 5,200 rpm, numbers that haven't changed one iota since the 2009 model I tested so long ago. One particularly good thing about this engine design's longevity has to be the fabulous sounds emanating from the engine compartment and exhaust pipes. It's truly one of the best sounding six-cylinders on the market, partially due to the majority of rivals having incorporated diesel-like direct-injection and/or turbocharging that, while improving both performance and fuel economy tend to weaken an engine's auditory delights, a problem that we can see (and hear) acted out on the same F1 stage that I referred to a moment ago.

Photo: Karen Tuggay, Canadian Auto Press

Ironically the Infiniti mill is also missing some of the advanced fuel economy/emissions lowering hardware included in that Red Bull Racing F1 car, and even odder is that two of the three German competitors it's up against don't run in Formula 1 but nonetheless flaunt at least one of these newer tech features in their road cars, braking-sourced kinetic energy recovery systems. They also incorporate automated idle start-stop systems that shut their engines off at stoplights and thus don't pollute as much while utilizing less fuel, but Infiniti doesn't offer either of these systems in non-hybrid powered models so the engine still sounds just as sensationally sonorous as it always has.

Photo: Karen Tuggay, Canadian Auto Press

But what about the technology deficiency? One drive in the Q60 and you might be saying who gives a damn, as it remains an absolutely wonderful powertrain with awe-inspiring accelerative force. It comes mated to a fabulously fun short-throw six-speed manual gearbox or an utterly brilliant seven-speed automatic gearbox as tested, the latter featuring two leather-accented solid-magnesium paddle shifters for complete driver engagement. You can leave it in the "D" position for easy and smooth around-town driving or cruising the freeway, both activities comfortably enjoyable behind the Q60's wheel, or you can flick the gearshift lever to manual mode and experience an automatic transmission that has few rivals.

Photo: Karen Tuggay, Canadian Auto Press

Unlike rival brands, Infiniti's seven-speed auto incorporates Downshift Rev Matching (DRM) that synchronizes engine revs automatically by blipping the throttle at exactly the right moment required each time a lower gear is selected gear, a process that makes you sound like a pro while optimizing the drivetrain's readiness to put the power down. The autobox includes Adaptive Shift Control (ASC) and Drive Sport (DS) mode as well, a driver-adaptive learning algorithm that senses your driving mood and personal style before adjusting the rev range to shift at and quickness of those shifts. A viscous limited-slip differential is standard fare, while the auto transmission includes a Snow mode too, which retards takeoff to allow safer starts in the slippery stuff, taking some of the work away from the standard electronic traction and stability control systems.

Photo: Karen Tuggay, Canadian Auto Press

Fortunately I never had need of any of its electronic anti-slip driver aids, at least not for reasons of inclement weather, but did enjoy the four-corner grip provided by Infiniti's Intelligent all-wheel drive, a system that apportions 100 percent of the powertrain's torque to the rear wheels unless front tire traction is needed, at which point it can send up to 50 percent of available power to the front axle. AWD comes standard when the automatic transmission is chosen, making this an obvious option for those who plan to use their Q60s all year round.

Photo: Karen Tuggay, Canadian Auto Press

All of this power and four-wheel traction doesn't exactly make the Q60 a fuel miser, but then again it's hard to fault a performance car this capable that achieves a five-cycle EnerGuide claimed rating of 13.3 L/100km in the city and 9.4 on the highway. What's more, the automatic is a bit easier on fuel than the manual, which only manages 13.6 in the city and 9.3 on the highway.

Photo: Karen Tuggay, Canadian Auto Press

As you may realize this number represents a change for 2015, not in the Q60's true fuel economy, but rather in the way Transport Canada calculates it. Actual changes to the car include larger standard wheels at 19 inches instead of 18s, the former only available on the Sport model in previous year, but now you can only get a Q60 Sport. This means that the standard features list has grown to include a Sport front fascia with integrated fog lights, aluminum doorsill scuff plates with the Infiniti logo, Silk Obi aluminum interior trim (wood is no longer available), aluminum pedals and footrest, and two-way driver's seat memory that also adjusts the steering wheel and side mirrors, but those front seats are still heatable and eight-way powered with powered lumbar support for the former, the standard upholstery still perforated leather, and the standard features list continues to include proximity sensing remote access with pushbutton ignition, illuminated entry with delayed fade-out, Fine Vision electroluminescent primary gauges, a powered tilt and telescopic leather-wrapped three-spoke multi-function steering wheel, leather-wrapped shift knob with aluminum accenting, a multi-function trip computer, the aforementioned infotainment system with a backup camera to complement its standard rear parking sensors, while the HVAC system consists of adaptive dual-zone automatic climate control with microfiltration, and audio system an 11-speaker Bose AM/FM/CD setup with satellite radio, Radio Data System (RDS) and speed-sensitive volume control plus USB and iPod connectivity.

Photo: Karen Tuggay, Canadian Auto Press

Additional standard items include automatic on/off HID bi-functional xenon headlights, speed-sensing variable intermittent wipers, powered front windows with one-touch auto up/down, cruise control, Bluetooth hands-free, an auto-dimming rearview mirror with an integrated HomeLink garage door opener, heatable powered side mirrors, a sunglasses holder (that doesn't fit sunglasses well at all, due to a massive Owen Wilson-sized-or maybe more of an Eddie Shack or Jimmy Durante-sized-protrusion where the glasses' nose rest should go), a great looking analog clock, a powered tilt and slide glass sunroof, four-wheel discs with ABS, electronic brake-force distribution and emergency brake assist, tire pressure monitoring, the usual assortment of airbags, and more.

Photo: Karen Tuggay, Canadian Auto Press

My tester included the Q60 Coupe AWD Sport's only option group dubbed High Technology Package, a $3,750 add-on that includes navigation with NavTraffic real-time traffic info, Bluetooth streaming audio, voice recognition, lane guidance with 3D building graphics, adaptive cruise control, rain-sensing wipers, brake assist with preview braking, and pre-crash front seatbelts. To avoid confusion, the rear-drive Q60 Coupe Sport has a different upgrade group simply called the Navigation Package, a $2,950 upgrade that adds the nav system, NavTraffic and voice recognition. In today's market where a number of free apps or for that matter Google/Apple maps searched on an average smartphone will deliver what are often better real-time directions than a given automaker's navigation system, $3k seems to a steep price to pay for this feature.

Photo: Karen Tuggay, Canadian Auto Press

Either way, all of these features come standard with the Limited model, that upgrade also a visual treat thanks to glossy black added to the grille, side mirror housings, and rear spoiler, plus stainless steel sport exhaust finishers instead of chrome, and inside, red-stitched sport seats, steering wheel trim and shift knob.

One standard item that hasn't changed at all is the size of the Q60's trunk, still 209 litres (7.4 cubic feet) in total. About average as far as sport coupe cargo space goes, although unlike rivals there's only a single folding rear seatback to increase volume, no centre pass-through is offered either.

Photo: Karen Tuggay, Canadian Auto Press

Such is the price you pay for buying something a little past its due date, although there's an upside to this issue too, the actual price you pay. Any discounts (or add-ons) you manage to talk your local dealer into aside, the impressive Q60 Coupe can be had for only $49,300 with the six-speed manual or $51,800 for the seven-speed auto with AWD, plus $1,995 for freight and pre-delivery prep, but at the time of writing if you purchase your Q60 with cash (or come with your own financing in hand) you'll get a $9,000 discount, or in other words a Q60 Coupe Sport or Q60 Coupe Sport AWD can be had for as little as $40,300 or $42,800 before fees respectively.

Photo: Karen Tuggay, Canadian Auto Press

To put this into perspective the BMW 4 Series starts out at $44,900 with a four-cylinder, although a more comparable six-cylinder begins life at $54,900 or $55,600 with all-wheel drive. Likewise Mercedes' V6-powered C 350 Coupe will set you back $54,550, and the Audi S5, which includes an identically powerful V6 to the Q60, will cost you $57,800 with a manual or $59,400 with its automatic. And talk about old, the A5/S5 may have received a facelift for the 2012 model year, but the basic design stretches back to 2007, a year older than the Q60's G37 Coupe predecessor. Incidentally, the brand new Lexus RC 350 AWD is also quite pricy compared to the Q60 at $54,600, while the rear-drive model starts at $57,650.

In the end, the Infiniti Q60 Sport may not be the latest and greatest luxury sport coupe on the market, but it continues to be a mighty fine competitor while delivering extremely good value. The 2016 model won't be changing one iota either, so if you purchase now you're guaranteed to enjoy the rest of this year and part of next before a completely revised 2017 version bows. While no one is looking forward to that moment more than Infiniti dealers, the current car is still worthy of consideration if getting the most bang for your buck matters.

In the automotive sector, attaching an "L" to a luxury sedan's backside normally designates a long-wheelbase version, and fortunately in this particular model naming process Infiniti isn't at all confusing. The new Q70L 5.6 AWD is a longer version of the mid-size Q70 four-door, the 150-mm (5.9-inch) stretch not only making the rear quarters more spacious but also adding stateliness to the car's overall design.

The longer model's grandeur is appropriate for its role as a flagship luxury car, as is its liberal use of chrome. A thick rim of brightwork surrounding the big double-arch black mesh grille initially catches the eye, while another strip bends around the bottom portion of the lower grille whereas significantly more chrome artfully enhances the fog lamps, albeit these details are identical to the regular wheelbase Q70. Likewise for the gorgeous LED headlamps featuring LED "eyebrows" overtop what looks like a spiral of LEDs circling the main bulbs. The chrome window surrounds and door handles follow the lead of the shorter model too, although the chrome body moulding running across each door is unique to the Q70L. Bright metal finishes off the rear end design too, including a thick strip of chrome applique above the license plate and thinner strand just below, both duplicating the smaller model's trim garnish and looking especially upscale against my tester's rich Hermosa Blue paintwork.

Photo: Karen Tuggay, Canadian Auto Press

On that note I'd like to see a bit more visual differentiation between the two models.

Photo: Karen Tuggay, Canadian Auto Press

Infiniti didn't even go so far as to change up the wheels from the top-line Q70 I tested earlier this year, which is one of the easiest ways for manufacturers to add unique style to an up-level model. The stock 20-inch split Y-shaped five-spoke alloys are plenty attractive, but some chrome detailing would make them stand out more and simultaneously help to separate this flagship model from the regular wheelbase Q70. In the end, the Q70L is a big luxury car with a sporty personality.

Photo: Karen Tuggay, Canadian Auto Press

This brings up an important point: Is the new Q70L supposed to fill the position of de facto full-sizer that has been a void in Infiniti's lineup since it axed the Q45 way back in 2006? That long gone model was an accepted player in the premium F-segment, measuring 5,101 mm (200.8 inches) from bow to stern in its final 2005 through 2006 iteration, which was a number that equaled its mostly German peers in length and mass, but despite the new Q70L actually adding inches to the old Q45, now spanning 5,131 mm (202.0 inches) from end to end and even gaining one millimetre of width for 1,845 mm (72.6 inches), the Europeans have always been wider, which makes a big difference in overall interior volume. While the new Q70L is in fact slightly longer than the latest Mercedes-Benz S-Class that's already longer than the current 7 Series, the S-Class has 408 litres (14.4 cubic feet) more interior volume at 3,539 litres (125.0 cubic feet) compared to 3,132 litres (110.6 cubic feet). This is partially due to the M-B's greater width, the S-Class measuring 1,899 mm (74.8 in) side-to-side, which is 54 mm (2.1 inches) wider than the Q70L, and the 7 Series is even wider than the S-Class. So therefore the Q70L doesn't quite measure up to the full-size premium sedan status quo, but creating a car that directly competes in the F-segment may not have been Infiniti's intention anyway.

Photo: Karen Tuggay, Canadian Auto Press

For starters, the Infiniti Q70L is priced more like the E-Class and 5 Series, with a base window sticker of $68,400 plus $1,995 for freight and pre-delivery prep. To be clear, you can get into an E for as little as $59,500 and a 5 for just $56,900, but these regular wheelbase models compete more directly with the similarly sized Q70 that starts at an identical price to the BMW, albeit with a larger more powerful standard engine and more standard features. Infiniti follows this value for money theme with the longer Q70L too, upping the standard engine to its 5.6-litre V8 and only offering the car in one fully-loaded trim level. Rear legroom aside, this puts it head-to-head with the equivalent $76,300 E550 4Matic and $76,600 550i xDrive, before these two start adding options in order to match the standard kit included in the Q70L. Again, the Infiniti value proposition is compelling.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

A quick rundown of key Q70L features includes automatic and adaptive LED headlamps, LED brake lights, power-folding heatable auto-dimming side mirrors with reverse tilt-down, an auto-dimming rearview mirror with an integrated garage door opener, proximity-sensing access with pushbutton ignition, Fine Vision electroluminescent gauges, a power tilt and telescopic, heatable, leather-wrapped multifunction steering wheel, a leather-wrapped shift knob, semi-aniline leather upholstery, 10-way powered front seats with heated and cooled cushions, two-way memory for the driver's seat, mirrors and steering wheel settings, heatable rear outboard seats, dual-zone automatic climate control, rain-sensing variable intermittent wipers, an eight-inch touchscreen infotainment display boasting navigation with NavTraffic with Real-Time Traffic information, plus Infiniti's impressive Around View monitor with moving object detection and lane-guidance, Infiniti Connection telematics, 16-speaker Bose Studio Surround sound audio with 5.1-channel decoding, satellite radio, streaming Bluetooth audio, aux and USB connectivity, active noise control, and voice recognition, plus front and rear parking sonar, a powered glass sunroof, cinching closure assist on the rear doors, a powered rear sunshade, rear reading lamps, automatic trunk closure assist cincher, adaptive cruise control with full-speed range, lane departure warning and lane departure prevention, blind-spot warning and blind-spot intervention, back-up collision intervention, Infiniti's impressive predictive forward collision warning that actually keeps tabs on the movement of cars in front of the vehicles you're following, forward emergency braking, and more.

Photo: Karen Tuggay, Canadian Auto Press

Of course, even a long list of features hardly tells the entire story. For one, the Q70L's interior is at least as impressive as the regular Q70 if not a bit more. The leather covered primary instrument binnacle with exposed contrast stitching is a nice touch, as are the padded leather knee protectors at each side of the lower console, also stitched attractively. Most of the surfaces are soft to the touch while extra padding is added to the door inserts and of course along the armrest, these covered in leather as well. The Q70L's suede-like headliner and wrapped roof pillars were especially rich, whereas Infiniti's choice of white ash silver-powdered hardwood is particularly attractive and purposely Japanese-sourced, celebrating the car's heritage, its darker edges reminding me of the sunburst effect on a few of the guitars I've owned over the years. As with all Infinitis the analog clock at dash central is a key design highlight, a feature that once set models like the old Q45 apart from its peers, before others caught on and provided attractive timepieces of their own.

Photo: Karen Tuggay, Canadian Auto Press

Features expected in a car selling in the Q70L's category are all present, the long list itemized a moment ago making this crystal clear, but little thoughtful items like the felt-lined smartphone holder on the centre console make living with the car easier. Additionally the Q70L's perforated leather upholstery was stitched together in a very appealing wavy quilted pattern, while the front seats' multiple adjustments made for good comfort and support in all the right areas, although the headrests aren't powered like some in the full-size class.

Photo: Karen Tuggay, Canadian Auto Press

As you might expect with more length than an S-Class, the Q70L's rear legroom is monstrous, or maybe the term gigantic is more suitable being that giants wouldn't have any trouble fitting in. The heatable cushion controls can be found by folding down the centre armrest, a good idea unless the centre position is occupied.

Photo: Karen Tuggay, Canadian Auto Press

That centre armrest hides a pass-through from the trunk, incidentally, which helps transport longer items such as skis that wouldn't otherwise fit into its 422-litre (14.9 cubic-foot) trunk. While offering reasonably good cargo volume for the mid-size segment, the Q70L's comparative narrowness to the S-Class and 7 Series result in significantly less space. Also, the rear seatbacks don't fold forward, which might pose a problem for some but is par for the course in the full-size class.

Photo: Karen Tuggay, Canadian Auto Press

Getting up the mountain certainly won't be an issue no matter the weather, Infiniti equipping the Q70L with its very capable Attesa ET-S all-wheel drive system and a Drive Mode Selector that lets you swap between Standard, Sport, Snow or Eco modes and then controls throttle response plus shift points to make the most of traction in any situation, while substantive 245/40R20 Bridgestone Potenzas make sure you've got plenty of grip. Of course, you'd want to swap those out for a set of winters for maximum traction in the snow, but the stock rubber served me well during dry weather testing that included a particularly quick run up a circuitous mountainside road that terminates at a popular ski resort overlooking my city. The road is paved smoothly for the most part, but its selection of long high-speed curves and ultra-tight switchbacks, with everything else thrown in between, makes for a telltale proving ground. Suffice to say the Q70L can hold its head high, tracking steadily while trees blurred past the side windows and then when taking to the hairpins feeling more like the regular wheelbase Q70 and therefore lighter and sportier than many of its full-size peers, much thanks to standard active trace control that automatically engages the inner or outer brakes to optimize the car's line through corners. When called upon the Q70L's four-piston front and two-piston rear calipers clamping down on a large set of ventilated rotors were more than adequate to tame aggressive maneuvers, even keeping their cool after repeated stomps during the downhill charge.

Photo: Karen Tuggay, Canadian Auto Press

Strong brakes are essential when dealing with a 1,978-kilo (4,352-lb) car that can ramp up speed as quickly as the Q70L, its 32-valve, DOHC, 5.6-litre V8 with microfinished camshafts, Variable Valve Event and Lift (VVEL) and continuously variable valve timing capable of 416 horsepower at full song, plus 414 lb-ft of torque at 4,400 rpm. The engine's growl under max throttle seems almost inappropriate for such a resplendent luxury sedan, although I welcomed the stimulating sound just the same, and it was all made even more entertaining while downshifting. The Q70L utilizes a sophisticated electronically controlled seven-speed automatic transmission with driver Adaptive Shift Control (ASC), which basically means that a learning algorithm senses your current driving style and immediately adapts to it, which reduces the need for paddles that aren't included with the Q70L anyway. You can row through the gears manually via the shift lever if you want, although the transmission's Downshift Rev Matching (DRM) capability works either way as long as Sport mode is selected.

Photo: Karen Tuggay, Canadian Auto Press

I'll make a wager that most Q70L owners won't be pushing the envelope often, but rest assured its highway ride is as comfortable as the car is stable. This is where I enjoyed the advanced adaptive cruise control system, choosing a safe distance from the car ahead, setting the speed and then just letting the car do the rest.

Photo: Karen Tuggay, Canadian Auto Press

If someone slots in between the Q70L slows slightly to get back to its safe following distance, and then when space opens up it automatically resumes the preset speed.

Driven like this the Q70L is rated at 10.2 L/100km on the highway according to the new five-cycle EnerGuide process, whereas its city rating is 15.0 L/100km. That's about what you can expect from any V8-powered luxury sedan, although it should be noted the big Infiniti doesn't include some of the environmentally friendly features of its German rivals such as regenerative braking or automatic engine start-stop to reduce emissions while idling. The Q70L isn't without its green graces, mind you, the entire car a remarkably slippery shape augmented by zero-lift front aerodynamics for an impressively low 2.7 coefficient of drag, which of course aids interior quietness.

Photo: Karen Tuggay, Canadian Auto Press

While the Q70L may not be the true full-size flagship missing from Infiniti's luxury sedan portfolio, it offers a credible alternative to those wanting more rear seat roominess yet not requiring all the bulk of its competitors. With almost all the luxury along with a solid dose of performance to back up its sportier styling, the Q70L delivers good value in the large luxury sedan segment.
 

Infiniti has made a good argument for choosing its Q50 sport sedan over competitors. One glance is all it takes to see that it's a great looking four-door, while a few minutes inside will make you wonder if the best British artisans have left Goodwood, Crewe, Castle Vale and Solihull for Tochigi, Japan. Still, true belief won't set in until after your first stint behind the wheel, at which point you could very well be driving home in a brand new Q50. It's been an entire model year since the Hong Kong-based luxury brand dropped its multi-letter and engine displacement numeric naming scheme for a single- and dual-letter alphanumeric system, and while quite simple to understand after a full explanation its Q50/60/70 and QX50/60/70/80 designations have left more than a few North American followers baffled. Why the need for change? Infiniti rejigged its model monikers so they'd make more sense within the 50 (soon to be 51) countries its cars are now available in, important as it transformed from a North American-exclusive premium marque to a global concern. Hence the new digs in Wan Chai, Hong Kong under the banner of Infiniti Global Limited, while Infiniti Europe's headquarters are based in Rolle, Switzerland. It was only a matter of time before Nissan's upper-crust brand leadership saw the wisdom in expanding worldwide (its logo does suggest a never-ending road after all), but first it had to get its product portfolio right. As far as the compact/midsize sport sedan segment goes, they've got it spot on with the Q50.

Photo: Karen Tuggay, Canadian Auto Press

Born as the G20, a tarted up version of the front-drive JDM Nissan Primera, which while an unquestionably better car than the much maligned Cadillac Cimmeron that died two years before the G20's launch, wasn't much more luxurious or performance oriented. The G-series truly came to form in 2002 when the rear-drive G35 more directly took on the class leaders from Europe, and bested them all with better straight-line acceleration and, in my humble opinion, better handling. I was on the original G's launch trip and came away astounded at what Infiniti had created. Looking back I shouldn't have been so shocked, being that the brand's parent company had a long history of road and track proven performance cars. Over the years the G35 became the G37 and continued to get faster, more capable and much more refined (that car still available in the U.S. as the Q40), until last year when it completely transformed into the stylish new Q50, ushering in Infiniti's new brand-wide naming scheme and design language, while simultaneously becoming one of the best looking, highest quality, most advanced performance four-doors in the industry.

Photo: Karen Tuggay, Canadian Auto Press

For 2015, other than some tweaks to the steering and suspension tuning made late in the 2014 model year that increased feel and responsiveness from the hydraulically-steered base version and added greater feedback to the optional Direct Adaptive Steering (DAS) setup, which is a completely electric by-wire steering system and also the first of its kind in a production vehicle, Infiniti comes back with a Q50 that's virtually unchanged from last year's car, which is no bad thing at all. Sales were way up during 2014, the new model's 3,242 Canadian sales besting 2013's Q50, G-series, and Q60 coupe and convertible sales combined, as well as the G37's 2012 sales numbers.

Photo: Karen Tuggay, Canadian Auto Press

My first 2015 Q50 tester came outfitted similarly to one of the two Q50s I drove last year. The first was a 2014 Q50 Hybrid that added more performance and better fuel economy to the sport sedan equation and therefore won a lot of kudos from yours truly, and the second was the same AWD version I'm covering here, also upgraded with the optional Premium and Navigation plus Deluxe Touring and Technology packages. This means that so far I haven't driven a single mile in a Q50 with its conventional vehicle-speed-sensitive rack and pinion power steering power steering setup (I need to do something about that), but I've had a fair bit of seat time with the aforementioned DAS system.

Photo: Karen Tuggay, Canadian Auto Press

Direct Adaptive Steering is a steer-by-wire system with no mechanical connection between steering wheel and tires (when working properly). Infiniti took more than a decade to develop this system and it shows. It has the ability to react much quicker to steering wheel input than a conventional hydraulic- or electric-powered rack and pinion steering setup, specifically responding to what you're doing rather than the other way around. In a nutshell, an ECU reads the amount of turn-in you're adding to the steering wheel after which it calculates and provides the appropriate info to the steering motors. Steering feedback, which is no longer physically connected, is instead artificially defined by an electronic control unit, as well as a camera and processing module, all determining the amount of resistance to add back to the steering wheel through a steering force actuator unit. Why go to all this fuss in the first place? The DAS advantage is its ability to electronically modify the steering ratio and feedback with zero mechanical revisions, some of that ability right at your fingertips. A chrome-embellished toggle switch on the lower console allows you to flick through its Quick, Standard, and Casual ratios, all designed to match your varying moods.

Photo: Karen Tuggay, Canadian Auto Press

Those ill at ease with the thought of no direct linkage from steering wheel to wheels can breathe a sigh of relief that a failsafe mechanical backup system has the ability to take control within milliseconds if DAS were to break down. We journalists are some of the first to try new technologies (call us Chuck Yeager wannabes if you want, but we're more akin to guinea pigs) and my three stints behind a DAS-enhanced wheel have been nothing but enjoyable, although a bit different at first. The 2014 cars were amazingly responsive when the steering mode was set to Quick mode, although they lacked somewhat in feel; something the original G35 delivered so ideally that it probably set the sport sedan benchmark too high considering today's need for fuel-saving electric power steering systems.

Photo: Karen Tuggay, Canadian Auto Press

Photo: Karen Tuggay, Canadian Auto Press

All said, reducing feel was part of the reasoning behind DAS, or at least that's what Infiniti's original marketing material promoting the system stated. In a British TV ad a lovely spokeswoman says, "It uses electronics to deliver a more precise steering feel. When driving over rough or uneven roads, Direct Adaptive Steering makes constant and subtle adjustments to improve the feeling of stability while reducing excessive feedback through the steering wheel." OK, I'm going to guess she meant reducing any punishingly jarring tremors experienced while slamming one of the front tires through a deep pothole or high-rising frost-heave at highway speeds, instead of purposely making the steering feel numb and lifeless.

Photo: Karen Tuggay, Canadian Auto Press

I won't go so far to say that the DAS lacked feel per se, but the feel last year's car gave off was a bit artificial. When pushing my 2014 Q50 testers hard through corners the steering felt forced and heavier than a well set up hydraulically actuated rack and pinion system would, such as the old G37's steering (and I imagine the new base Q50), although around town, where road surfaces can often be harsher, it worked perfectly and seemed to soak up pavement irregularities with supernatural ease.

Photo: Karen Tuggay, Canadian Auto Press

So, did the tweaks made late last year work? The new 2015 Q50 felt much better at high speed and more natural through the curves, so much so that I had to read its specifications to make sure DAS was still included as standard with the Deluxe Touring and Technology package. Its responsiveness is still appropriately quick when set to Quick mode, and Casual mode remains too relaxed for my personality type, but all in all Infiniti's engineers are well on the way to exorcising any niggling demons from the system. Who knows? Maybe this 2015 DAS setup is result of Infiniti's new Director of Performance? Now, with four-times Infiniti Red Bull Racing F1 champion Sebastian Vettel off to Ferrari, the electronic driving nannies are warming up to the ever-grinning Daniel Ricciardo instead - his racecar's electronics were certainly friendlier to the Aussie than Vettel's car was to him last year.

Photo: Karen Tuggay, Canadian Auto Press

Rather than go on infinitum about DAS (and there's so much more that could be said on the subject), suffice to say that the world's most advanced production steering system is improved for 2015, and as far as technology goes, it leaves every other brand's steering mechanisms looking antiquated at best. It should be noted that DAS isn't the only advanced technology included in the $4,300 Deluxe Touring and Technology Package, but rather this bundle of goodies also includes a power tilt and telescopic steering column that can be automatically adjusted by the dual occupant memory system, which automatically sets the driver's seat and mirrors too, as well as maple wood trim, auto-dimming exterior mirrors with reverse tilt-down, rain-sensing wipers, an advanced climate control system with Plasmacluster, adaptive headlights with high-beam assist, intelligent cruise control with full-speed range and distance control assist, an AroundView monitor with moving object detection, front and rear sonar, blind-spot warning and intervention, back-up collision intervention, predictive forward collision warning, forward emergency braking, lane departure warning and prevention with active lane control, front pre-crash seatbelts, and an Eco pedal system that, if engaged, will press back on the throttle if you're trying to accelerate too quickly in order to remind you to go lighter on the environment. This package also includes 60/40 split-folding rear seatbacks with a centre armrest pass-through.

Photo: Karen Tuggay, Canadian Auto Press

The prerequisite Premium and Navigation Package, at $3,600, adds Infiniti's InTouch navigation system within the standard touchscreen interface, as well as lane guidance and 3-D building graphics, while Infiniti Connection telematics including a one-year subscription for security and convenience services is also part of the package, as is SiriusXM Traffic that includes real-time traffic information, the 14-speaker Bose-developed Infiniti Studio on Wheels audio upgrade, voice recognition, and heated front seats.

Lastly, Infiniti understands that not everyone wants a sunroof (especially tall folks), so the Q50 AWD model's separate Moonroof Package only includes a tilt and slide glass sunroof along with a sunshade for $1,250 (most "packages" include more than just the item their named after), which was added to my test car.

Photo: Karen Tuggay, Canadian Auto Press

Of note, this sunroof is standard with the base rear-wheel drive Q50 and both rear- and all-wheel drive Q50 Sport models, only made optional with the regular Q50 AWD.

With all factory options as noted, including $285 for its Asgard Grey exterior paint, my very impressively equipped Q50 3.7 AWD model escalated from its base price of $39,950 to an as-tested window sticker of $49,385, plus $1,995 for freight and pre-delivery prep. The base rear-wheel drive Q50, incidentally, starts at $37,500 plus freight.

Photo: Karen Tuggay, Canadian Auto Press

By the way, that base car is nothing to sneeze at. Some of its key features include the powered moonroof I just mentioned a moment ago, plus proximity sensing Intelligent Key access with pushbutton ignition, a tilt and telescopic leather-wrapped three-spoke heated multifunction steering wheel, a leather-wrapped shift knob with aluminum accent, Fine Vision electroluminescent gauges, a multi-function trip computer with fuel range and outside temperature display, Infiniti InTouch dual-display infotainment system (with an LCD/VGA eight-inch upper screen and seven-inch colour vehicle-information lower display) that integrates a rearview monitor, six-speaker audio with high definition AM/FM radio, satellite radio, CD/MP3 capability, RDS and speed-sensitive volume, two USB ports and an aux plug, Bluetooth hands-free, cruise control, speed-sensitive flat-blade variable intermittent wipers, dual-zone automatic climate control, eight-way powered front seats (the driver's with adjustable lumbar support), leatherette upholstery, aluminum front doorsill kick plates featuring the Infiniti logo, automatic on/off LED headlights with integrated DRLs, front LED fog lamps, LED brake lights, LED turn signals integrated within the housings of the power heated side mirrors, and Infiniti's amazing self-healing Scratch Shield paint.

Photo: Karen Tuggay, Canadian Auto Press

Also standard are the usual safety features, such as four-wheel disc brakes with ABS, electronic brake-force distribution and emergency brake assist, stability and traction control, plus a full assortment of airbags.

If you've read my many reviews on Infiniti products over the years, you'll know that I've often if not always been impressed by the value proposition their models offer. The Q50 is no different. Despite being one of the most recently redesigned cars in its segment, its high $30k starting price is similar to many rivals although it includes many more standard features, and when all the options are loaded on it stickers where the six-cylinder powered Germans enter the picture, their fully loaded offerings going well north of $60k when similarly outfitted (the priciest Q50 Sport AWD with the Deluxe Touring and Technology Package and either Venetian Ruby or Aspen Pearl paints will only set you back $52,135). Of course, the Q50's six-cylinder engine comes standard.

Photo: Karen Tuggay, Canadian Auto Press

While Infiniti will soon offer an American-built state-of-the-art four-cylinder that it's developed alongside Mercedes-Benz (good company indeed), for the time being it comes standard with a powerful 3.7-litre V6 at no extra charge. Not only is this 328 horsepower beast with 269 lb-ft of torque more powerful than all of its Teutonic rivals, but its standard seven-speed automatic with driver Adaptive Shift Control (ASC), manual shift mode and Downshift Rev Matching (DRM) is one of the most advanced performance transmissions on the market, blasting the Q50 from standstill to 100 km/h in just 5.8 seconds. My only complaint is that the beautiful solid magnesium paddle-shifters Infiniti makes aren't standard or even available on the very well equipped car I tested, but instead can only be had with the Q50 Sport models.

Photo: Karen Tuggay, Canadian Auto Press

What is standard is one of the better performing chassis in the sport sedan market, its base 17-inch split five-spoke alloy wheels (that look more like 10-spokes) and Bridgestone Potenza 225/55RF17s riding on a double-wishbone front suspension setup featuring coil springs over dual flow path shock absorbers, and a multi-link rear suspension with the same springs and dampers, as well as stabilizer bars at both ends. I don't think I need to add anything more on the steering systems, but the Q50's Active Trace Control is an impressive standard feature as it automatically engages the inner or outer brakes to optimize the car's line through curves.

Photo: Karen Tuggay, Canadian Auto Press

And that doesn't even factor in the optional AWD on my tester. Infiniti dubs its four-wheel drivetrain Intelligent All-Wheel Drive, the intelligence coming from its ability to apportion up to 50 percent of available torque to the front wheels when required, and even better for performance enthusiasts, a full 100-percent of torque to the rear wheels when the road surface isn't slippery, which improves high-speed handling as well as fuel-efficiency.

On that note the 2015 Q50 gets a Natural Resources Canada rating of 12.0 L/100km city and 8.1 highway with rear-drive and only slightly more at 12.5 and 8.7 with all-wheel drive. And that's with the new five-cycle rating system that replaced the outdated two-cycle process late last year, so while the new mileage might at first glance appear thirstier than last year's car its real-world efficiency is identical; only the numbers have changed.

As for the Q50's transition from its G37 predecessor, the model's changing numbers and letter were just the tip of the iceberg in this clean-slate overhaul. As you can likely tell, the car impressed me in many ways. It's a technological tour de force, leading its competitors in many respects especially when it comes to electronic driving advancements. That the Q50 is priced thousands lower than its comparatively equipped European competition is more than just a bonus, but a very good reason for you to take this car very seriously when it comes time to upgrade.