
Like what you see? It's the "new" QX50, which while implied as being new in the model's latest ad campaign, is merely a very mild mid-cycle refresh behind its restyled front and rear clips, which also involved the North American adoption of a stretched version previously unavailable here. While we could beat up Infiniti for a lack of investment in this model that has only had minor changes over its eight-year lifecycle, or probably more accurately take a jab at Nissan for failing to adequately invest in Infiniti on the whole since inception of the luxury brand, something I chose to do in a review of the base QX50 written previously, we'd miss the more important point that this compact luxury ute was nevertheless an excellent vehicle before this remake and is now an even better one, available for superb value compared to most competitors.
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Photo: Karen Tuggay, Canadian Auto Press |
That's right, for just $37,900 plus freight and dealer fees you get a solidly built luxury crossover with numerous features that normally cost quite a bit more from competitors, such as a seriously powerful V6, seven-speed automatic, all-wheel drive, 18-inch alloys on 225/55 all-seasons, auto on/off projector headlights, LED driving lights, LED fog lamps, LED turn signals integrated into the side mirror housings, an LED centre-mounted brake light, LED taillights, speed-sensitive variable intermittent wipers, proximity-sensing keyless access, pushbutton start/stop, auto-locking doors, stainless steel front doorsill plates, powered windows with auto up/down all-round, powered heatable side mirrors, a leather-wrapped tilt and telescopic steering wheel with illuminated multifunction controls, a leather-wrapped shift knob, beautiful Fine Vision electroluminescent primary gauges with an integrated multi-information display, illuminated vanity mirrors, dual-zone auto climate control, an eight-way powered driver's seat and four-way powered front passenger seat, premium leather upholstery in no-cost Graphite (black), Wheat (beige) or Chestnut (caramel), variable-temperature heatable front seats, plus a large seven-inch high-resolution colour infotainment display featuring a backup camera plus audio, climate, fuel economy, maintenance, comfort and convenience functions, a six-speaker AM/FM/CD audio system with aux and USB ports, satellite radio, RDS and speed-sensitive volume, a powered glass sunroof, and all the usual safety equipment. Add this level of features to one of the competitive German compact SUVs or even its Japanese or Swedish rivals and you'll be well into the high $40k range, and with most you won't get anywhere near as much performance.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
This time around Infiniti loaned me an upgraded model featuring a $4,400 Premium package, $3,000 Navigation package, and $2,500 Technology package, which is pretty well everything the brand has to throw at it. The Premium package adds HID headlamps with auto-leveling and adaptive cornering capability, 19-inch twinned five-spoke alloys, auto tilt-down side mirrors, front and rear parking sonar, two-way driver's seat powered lumbar support, an eight-way powered front-passenger's seat, driver's and front passenger seat memory, the former also remembering the outside mirror positions and placement of the upgraded powered steering column, while entry/exit assist for driver's seat and steering wheel is also included, plus gorgeous genuine maple hardwood inlays, an awesome sounding 11-speaker Bose audio upgrade, extremely convenient quick-dropping and power up-folding second-row seats, and a coat hanger on driver's head restraint, whereas the Navigation package added voice-activated navigation, NavTraffic, a 360-degree Around View monitor, and Bluetooth streaming audio, while lastly the Technology package included full-speed range adaptive cruise control, distance control assist, blind spot warning, lane departure warning, lane departure prevention, intelligent brake assist, and forward collision warning.
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Photo: Karen Tuggay, Canadian Auto Press |
It's an impressive load of features for the compact luxury SUV class, but it's made even more alluring because of the QX50's cabin. For starters it was caramel mocha macchiato overload, or at least there were enough brown tones to make earthy folks and chocolate-caramel lovers feel right at home, and possibly quite hungry. Those who appreciate hardwoods should also feel comforted that this Infiniti remains grounded in tradition. A combination of bending maple veneer planks covers the centre stack and lower console, while all four doors get beautiful inlays as do the power window, lock and mirror control panels. On that note the QX50 continues Infiniti's tradition of high-quality switchgear, the cabin filled with tightly fit, nicely damped buttons, knobs and toggles, some rubberized for easy grip while others get the textured metal treatment.
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Photo: Karen Tuggay, Canadian Auto Press |
It's all nice stuff, but where Infiniti blows the rest of the compact elite out of the water is in its application of soft touch materials. While I've never been a big fan of the creased dash pad ahead of the front passenger, its leather appearance made to look more obviously imitation in this caramel brown hue than the usual dark anthracite, the extremes Infiniti has gone to cover nearly every inch of the QX50's cabin in high grade pliable plastic is impressive to say the least. All of the dash top and most of the instrument panel gets the soft-touch treatment, even including the glove box lid (not so for many competitors including Audi's Q5), whereas the door panels are finished in the cushy synthetic right down to their lower extremities, even where the sun never shines between the bottom of the closed door and hidden doorsills. The last car I drove that went this far to pamper its occupants was a Rolls-Royce Ghost Series II, the QX50 likewise following the same front door detailing into the back seating area.
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Photo: Karen Tuggay, Canadian Auto Press |
Back up front, the primary gauge package is simple and straightforward in layout, but beautiful in electrochromic execution with finely detailed white on black dials plus backlit purple-blue inner circles. Is this purple blue colour theme Infiniti's homage to its once winning relationship with Red Bull? While this sponsorship deal has unfortunately ended, we hope to see the Infiniti badge back on a Formula 1 car in the future.
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Photo: Karen Tuggay, Canadian Auto Press |
Over to the centre stack, the infotainment screen appears a bit smaller than en vogue these days, but I don't mind, as the quality of its graphics and resolution is quite good, while its navigation system is excellent. Ditto for the Bose audio system, that delivers rich, deep bass tones and bright highs to make the most of any music genre.
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Photo: Karen Tuggay, Canadian Auto Press |
Something sometimes overlooked by other premium brands, the QX50's cargo compartment is finished to a higher grade than average, with rich carpeting, a robust retractable cargo cover with an aluminum cross member, a thick canvas tonneau and heavy chromed metal handle, plus the seatbacks fold via powered release buttons on either side of the cargo wall, dropping flat into place with one single fluid movement, a hard shell section automatically falling into place to cover the gap in between the seatbacks and cargo floor. Better yet, the rear seats power back up via a button on the lower console, positioned in between the rotating dials for the variable heatable front seats while straddling the Snow On/Off toggle, only needing a tug apiece to automatically rise into place. These would've been ideal when my back was out while picking up my youngest that usually has trouble raising the rear seats herself. Looking upwards, the only thing I can see that's missing is a panoramic sunroof, the regular sunroof only taking care of front occupants and not allowing as airy an experience as large glass roofs permit. Then again, I'm sure that front occupants would like the option of cooling seat cushions, rear seat passengers would appreciate heatable outboard seats and no doubt Infiniti would love to have a four-cylinder variant of this SUV to compete more readily against the majority of rivals that offer more efficient, environmentally greener alternatives.
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Photo: Karen Tuggay, Canadian Auto Press |
Most of the QX50's competitors don't offer anything anywhere near as powerful as this SUV's base engine even in top-line trims, however, Infiniti's compact challenger delivering 325 horsepower at 7,000 rpm and 267 lb-ft of torque at 5,200 rpm from a continuously variable valve timing and Variable Valve Event and Lift (VVEL) enhanced 24-valve, DOHC 3.7-litre V6, but that's only part of the go-fast equation. The rest comes via the smooth yet speedy shifting close ratio seven-speed Jatco JR710E automatic gearbox with Adaptive Shift Control (ASC) and Drive Sport (DS) mode with Downshift Rev Matching (DRM), the latter a technology automatically synchronizing engine revs to a chosen lower gear in order to ideally mesh the two together, similar to how a performance driving professional blips the gas pedal while downshifting a manual shifter before a corner. All of this techno talk aside, the gist of it is that the engine's growl ahead of the downshift will make you look and sound like said pro without necessarily having the skills to perform this action unaided, while at the same time the car will perform better.
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Photo: Karen Tuggay, Canadian Auto Press |
It all would be moot if it weren't for a capable chassis, and the QX50 shares its underpinnings with all of the best rear- and all-wheel drive Nissans and Infinitis out there;
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Photo: Karen Tuggay, Canadian Auto Press |
GT-R excluded that gets exclusive use of the automaker's Premium Midship (PM) platform. The QX50 utilizes Nissan's FM platform architecture shared with the current 370Z, Infiniti Q60 and QX70, as well as the old 350Z, G35 two and four door models, and M sedan. Nissan derived the FM abbreviation from the Front Midships positioning of the engine, which places the centre of mass aft of the front axle centerline, therefore shifting weight rearward which unloads the front suspension for freer steering. Depending on model the weight distribution is apportioned as close to 50:50 as possible for better balance, while the design also allows Infiniti's engineers to push the wheels further out towards each corner to improve overall control. That's a lot of background to back up one very important reality: unlike many of Infiniti's competitors that base their compact SUVs on front-wheel biased economy cars, the QX50 is in an entirely different league and therefore takes to corners like a premium rear-wheel or all-wheel drive sport sedan.
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Photo: Karen Tuggay, Canadian Auto Press |
Granted, a rather heavy sport sedan at 1,827 kilos (4,029 lbs) in base trim (I'm sure my fully loaded one weighed considerably more), but nevertheless it felt surprisingly nimble for such a long, substantive vehicle. I'm not going to say it's as sporting as last year's model, although despite adding 80 mm (3.2 inches) of wheelbase and 109 mm (4.3 inches) of overall length Infiniti claims only two kilos (four lbs) of weight gain from last year's 1,829-kg (4,033-lb) QX50, but the change in feel might have more to do with its 15 mm (0.6 inches) of extra ride height, raising its centre of gravity although making it more capable when trudging through deep snow or mucky cottage roads. I'm going to guess most will like its slightly taller ride height better due to a visual edge in traffic, and truthfully the trade-off isn't all that bad because the QX50 still feels more athletic than most in its class while delivering a nicer ride than its predecessor.
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Photo: Karen Tuggay, Canadian Auto Press |
Either way, dig deep into the accelerator and the 3.7 roars to life with the most satisfying of sounds, the sprint to highway speeds seemingly instantaneous and requirement for its capable chassis critical. That's when its rear-biased all-wheel drive architecture can really be felt, with absolute rock-solid stability during long sweeping corners and certain confident control when those curves tighten up. It's a rewarding SUV to pitch into fast-paced turns, its overall responsiveness downright fun. Braking is strong too, while fade is shockingly nominal considering the heft that was repeatedly being hauled down from high speeds. How I would've loved a set of paddle shifters to make the most of the fabulous drivetrain, but unfortunately Infiniti doesn't offer any in this SUV for some reason. Still, it's hard to believe something so sporty can deliver so much interior roominess and utility.
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Photo: Karen Tuggay, Canadian Auto Press |
The front seats are the same, or rather adequately spacious for most body types, but the additional 235 litres (8.3 cubic feet) of interior volume that resulted from the stretch allowed for 65 mm (2.5 inches) of extra legroom and therefore more space in back, while the cargo department increased by 76 litres (2.7 cubic feet) for a total of 526 litres (18.6 cubic feet) behind the 60/40-split rear seatback and 1,416 litres (50.0 cubic feet) when they're folded flat. I've already mentioned what an easy process that is and how nicely finished its cargo compartment is, but such is par for the course in the entire QX50.
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Photo: Karen Tuggay, Canadian Auto Press |
Really, the only weakness with this vehicle is its so-so fuel economy that's five-cycle EnerGuide rated at 13.7 L/100km city, 9.7 highway and 11.9 combined, but you've really got to weigh the performance you're getting for the dollar spent, which is a big bonus unless you're trying to eke out as much mileage as possible.
The dollar spent for this particular SUV is up $10,185 due to all available options being added, but that still only brings its total to $48,085 before freight and dealer fees. Again, tally up one of the Germans after adding all of their options and you'll find a much pricier alternative that likely doesn't perform to the same level, and now with its stylish new front and rear designs, increased features, added spaciousness and other improvements the QX50 is as good looking and functional as it's fun to drive.
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This is an SUV that turns heads. Truly, even while driving through a BMW dealership for some business I needed to attend to, their own people snapped their necks around to take a closer look while one gave me the nod of approval.
I've always had a thing for the QX, even the first generation FX. I was in Phoenix, Arizona for the official launch of that wonderfully sporty ute and remember it vividly. The program was excellent, taking us high up South Mountain Park's lofty summit, which was good from a scenic perspective but daytime traffic limited many opportunities to safely test this 350Z-based model's performance credentials, so with permission from Infiniti's PR staff I woke up at sunrise on the day of my return flight and headed back up the mountain to flog it for all it was worth and get some sweet photos. It's hard to forget a memory like that, plus it left an indelible stamp on an enthusiast's heart and mind for any forthcoming version.
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Photo: Karen Tuggay, Canadian Auto Press |
Over the years I've tried to classify the QX70 into a given automotive segment, the luxury crossover category having become a fixed part of our automotive cultural reality since that memorable morning in February of 2003. Certainly Lexus' RX had been on the road for years before then, but it wasn't sporty enough to be a direct competitor, while the Porsche Cayenne that arrived around the same time was certainly targeting the same Type A personality, albeit within a higher tax bracket. The next-generation FX grew a bit in size, luxury and quality, not to mention in unique character, and as it has melded into the QX70 we see here it remains a favourite of mine even though it's still hard to classify. The Cayenne is probably its closest spiritual competitor, that and BMW's X6, plus I suppose Mercedes' new copycat GLE Coupe. These appeal to the performance SUV buyer, and not necessarily those placing practicality highest in priority.
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Photo: Karen Tuggay, Canadian Auto Press |
On that note some might call the QX70 a slow seller, but I like to refer to it as exclusive. I know exclusive is normally relegated to items that are either rare or so expensive that they're out of reach of the masses, the QX70 not falling into either of these descriptors, but it's so good at what it does and looks so incredibly stylish despite having been on the market with only minor changes since 2008, it deserves such respect. It's really the first "sport activity coupe" (sorry BMW) and considering that it can be purchased for just $53,800 with all-wheel drive, is a model that should sell much better than it does.
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Photo: Karen Tuggay, Canadian Auto Press |
You're probably wondering how many QX70s Infiniti managed to find homes for last year: just 466 in Canada and 5,213 in the U.S. The good news is that it's done better in the first 11 months of 2015 with a total of 489 already down the road above the 49th, but I'm guessing Infiniti isn't exactly celebrating its success, especially considering its U.S. sales are just 5,040 since November's end. This said there are lots of vehicles that sell in similarly small numbers from competitive premium brands, many quite a bit worse, and the X6 didn't exactly run away from last year's QX70 sales with just 897 sold here and a meager 3,896 in the U.S.; yes, Infiniti sold more QX70s across North America in 2014. X6 sales have picked up this year with 1,196 Canadian deliveries and 6,359 American, but like I said a moment ago, it's not exactly stealing the thunder.
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Photo: Karen Tuggay, Canadian Auto Press |
Rather than the base model noted earlier, Infiniti most recently suited me up with a QX70 Sport, the stylized red "S" suffix attached to its chromed model designation making this point clear for those who aren't familiar with its many upgrades. Those details are hard to miss, by the way, especially all the menacing black chrome trim that replaces most of the usual exterior metal brightwork. Infiniti hasn't eliminated all mirror finishes, the various badges, window surrounds, door handles, tailgate protector plate and twinned chrome tailpipes still radiantly sparkling in the sun during our photo shoot, but the big four-slat grille, headlight trim, fog lamp bezels, side engine vent garnish, mirror caps, rocker mouldings, roof rails, rear license plate trims, and of course those massive 21-inch six-spoke alloys all bask in an inky black gloss that complements my tester's Electric Indigo paint so ideally that, as you remember, it turned heads and elicited positive nods.
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Photo: Karen Tuggay, Canadian Auto Press |
The price for the QX70 Sport AWD is somewhat more than the base AWD model mentioned before, this one hitting the road at $60,450 before adding on freight and dealer fees. Along with the exterior styling upgrades and those fabulous wheels mounted on very sticky 265/45R21 V-rated Bridgestone Dueler H/R all-season rubber, adaptive cornering headlamps with auto-leveling add function and the cabin's gorgeous graphite quilted leather upholstery continues such function with a beautiful dose of form, the exclusive front sport seats boasting extreme comfort along with thigh extensions while the driver gets four-way powered bolster adjustment for cinching backside into place ahead of spirited drives. I love the purple contrast stitching adorning those seats as well as the leather-wrapped steering wheel, shifter boot, door pulls, armrests and centre console armrest, the final pièces de résistance being two of the best solid magnesium and leather-trimmed paddle shifters in the industry, both appropriately attached to the steering column instead of the steering wheel so as to remain constantly in place while rotating the latter, critical for fully extracting all the performance from Infiniti's seven-speed autobox and award-winning VQ engine without hampering control.
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Photo: Karen Tuggay, Canadian Auto Press |
Personally I think that automatic should be getting some sort of award too, the QX70 utilizing the Jatco JR710E gearbox that might not have as many forward cogs as some newer automatics yet delivers much greater functionality from a sporting perspective. First off it's a very quick-shifting albeit smooth close ratio automatic with two overdrive gears for speed and efficiency. Unique features include Adaptive Shift Control (ASC) and Drive Sport (DS) mode with Downshift Rev Matching (DRM), a technology that automatically synchronizes engine revs to a chosen lower gear to ideally mesh the two together, similar to how a driving pro might blip the throttle while downshifting a manual gearbox ahead of a curve. If you managed to pull this off without grinding gears while using a stick you'd gain instant credibility (albeit not with the Q60's manual that incorporates the same DRM feature), the QX70's seven-speed automatic just does it all for you, similar to how a Formula 1 car would, resulting in better performance, control and sensational sounds.
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Photo: Karen Tuggay, Canadian Auto Press |
None of this transmission tech would matter if it weren't for the aforementioned multi-awarded VQ engine, my tester's 3.7-litre the brand's most current V6 until Infiniti stuffs the QX70's engine bay full of the new twin-turbocharged 3.0-litre VR version announced just days ago (fingers' crossed), which puts out 400 horsepower and 350 lb-ft of torque in its most energetic form. This said the normally aspirated version in today's QX70 is no slouch with 325 horsepower and 267 lb-ft of torque, the latter number meaning you'll need to let the engine rev higher to extract the most from its available output, but this makes it an exciting ute to drive, much like the original 350Z with four doors, albeit larger and therefore more of a 370Z with four doors.
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Photo: Karen Tuggay, Canadian Auto Press |
As you might expect with credentials like that, few SUVs can slice through a serpentine back road like the QX70. Infiniti no longer offers its 390-horsepower V8 with 369 lb-ft of torque (an engine I miss although one I'll likely forget when effectively replaced by that just noted top-line VR mill), but the 3.7 delivers good performance off the line and even more go-to power on the highway where revs are already primed, but that in mind the QX70 is no longer the accelerative standout the FX50 once was. It goes quickly, but there are many SUVs in this class with similar accelerative performance if not better.
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Photo: Karen Tuggay, Canadian Auto Press |
As exciting as the VR engine news is for a vehicle like the QX70, I think Infiniti should do with this ute what it did to the Q50 Eau Rouge. Why not work some crazy enough magic to get noticed, because right now this SUV, as good as it looks and impressive as it manages corners, doesn't get much attention. Infiniti could give the QX70 some much needed publicity by shaking up the status quo and dropping a GT-R mill under the hood that would out Porsche a Cayenne Turbo or blow the M off of an X6M. They'd certainly get some ink, and hopefully sell more of these regular 325 horsepower models, not to mention QX60s, QX50s and new QX30s. As it is the new VR will first arrive in the brand's most popular Q50 and then most likely in an all-new Q60 sports coupe, although it's quite possible they will roll it out across the board sooner in Infiniti's updated 2017 model line, at which time a slightly refreshed QX70 is expected. The new engine will without doubt improve fuel economy too, which is necessary due to the current model's fair but hardly class leading 14.6 L/100km city and 10.7 highway rating.
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Photo: Karen Tuggay, Canadian Auto Press |
Where the QX70 not only shines but radiates positivity is out on the open road, preferably something black, narrow, curvaceous and undulating. I've referred to it as a four-door Z car a number of times, even though Nissan's Maxima wants to wear that label. The difference is that the QX70 is actually a Z under the metal, or at least based on the same platform architecture. More accurately it's related to the Q60, a model that quickly became my class favourite when first testing it as the G35 Coupe in (yes, you guessed it) Phoenix, Arizona during its 2003 press launch, and just as that old sports coupe was morphed into its second-generation and now the Q60, and by doing so has become a much faster more accomplished car, the QX70 is a phenomenal handler, capable of feats of lateral acceleration that few in its class can duplicate. I took to a number of quiet, rural back roads that I know well, the same set that I tested last year's QX70 Sport on, actually, and it performed as flawlessly as the previous example, though even repetition in a vehicle like this never gets old. Hard charging into a 90-degree corner it remained flat, true, and totally predictable, in a good way, while high-speed stability over bumpy stretches was just as confidence inspiring. The engine and exhaust make a sweet harmony too, especially when revs rise, an addictive process that I continued to enjoy corner after corner, an undertaking made possible via strong, linear braking that never seemed to fade away no matter how many times I dug deep for more binding power. As far as performance utes go, the QX70 knows few peers, although it doesn't forget its luxury promise during such activities either, its ride hardly soft, yet not unforgiving either.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
Soft is what you get on the inside, the QX70's cabin almost completely devoid of hard plastics that otherwise haunt some others in the premium class. Infiniti won't take the chance of buyers questioning its premium status, at least not in this model. Other than the leathers, genuine aluminum, piano black lacquer and other beautifying accents, Infiniti doesn't only cover the entire dash top in high-grade pliable surfacing, but even dresses each side of the centre stack and lower portion of the centre console similarly, plus each entire door panel including their lower extremities. Only a small panel under the steering wheel is a hard plastic, the glove box lid ahead of the front passenger being soft and pliable, which unfortunately isn't the norm in this class.
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Photo: Karen Tuggay, Canadian Auto Press |
Likewise, Infiniti has always impressed with switchgear, all of the QX70's top grade stuff. Put this beside a Porsche Cayenne and you'll walk away wanting the QX70, as there are no poorly damped cheap quality plastic buttons that wiggle in their mountings. Although, where Porsche has recently updated all of its electronics to some of the better high-resolution colour displays on the market with truly attractive graphics, the QX70's infotainment system looks a tad dated. It's quite functional, my tester upgraded to an excellent 360-degree surround camera plus loads of useful features, but it's not exactly state-of-the-art kit, nor is its resolution as crisp as some of the newer products on the market. Ditto for the multi-information screen between the electroluminescent gauges, the latter which are especially attractive thanks to their purple surrounds, but the MID somewhat behind the segment leaders. I expect these to be updated when the refreshed QX70 arrives.
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Photo: Karen Tuggay, Canadian Auto Press |
Most of these electronics come standard with every QX70, the only difference being a slightly smaller seven-inch infotainment display in place of the Sport's eight-inch unit and a regular backup camera system instead of my tester's surround unit, plus mine included optional navigation as well, while additional standard equipment on the base model that gets pulled up to Sport trim includes proximity-sensing passive access with pushbutton ignition, a powered leather-wrapped multifunction steering wheel with memory, power-folding heatable side mirrors, 10-way powered driver's and eight-way powered front passenger's seats with variable heating and forced ventilation, the quilted leather upholstery noted earlier, a great sounding 11-speaker Bose audio system, a powered moonroof, a powered liftgate and more, that last item opening up to a decent sized cargo area with 702 litres (24.8 cubic feet) of total space when all seats are in use or 1,756 litres (62.0 cubic feet) when expanded via its standard 60/40-split rear seatbacks.
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Photo: Karen Tuggay, Canadian Auto Press |
On top of everything already mentioned, the QX70 Sport can be had with a $3,500 Technology package that adds rain-sensing wipers, full range adaptive cruise control, distance control assist, intelligent brake assist with forward collision warning, lane departure warning and lane departure prevention, plus front pre-crash seatbelts.
Even after all these years the QX70 is an impressive sport utility, with the emphasis solidly on sport, albeit no one will feel it's missing much in the way of luxury either. As noted it bests some lofty rivals when it comes to premium execution and certainly delivers way above its price point, value for money always being an Infiniti strength. If you want the latest greatest thing the QX70 is clearly not for you, but if you're looking for a tried and tested original that truly stands out from the crowd while still capable of drawing one, I couldn't recommend the QX70 any higher.
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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.
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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?
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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.
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Photo: Karen Tuggay, Canadian Auto Press |
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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.
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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.
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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.
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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.
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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.
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Photo: Karen Tuggay, Canadian Auto Press |
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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Infiniti replaced its much loved and much lauded G37 with the all-new Q50 in late 2013 as a 2014 model, and we covered a number of trim levels. The first one I drove and reviewed was a Q50 Hybrid, while my colleague followed that one up with a Q50 AWD Premium and I followed him up with a different slant on the same car. It took us until February of this year to get my 2015 Q50 3.7 AWD review published, and here we are again with a very nicely equipped 2015 Q50 3.7 AWD Limited Edition.
In case you're curious, Infiniti's Canadian division offers the conventionally powered Q50 in five trim levels for 2015, last year's Premium designation now off the menu and my latest tester's Limited trim on. The rundown is as follows: Q50 3.7, Q50 3.7 AWD, Q50 3.7 Limited, Q50 3.7 AWD Sport, and Q50 3.7 Sport, while the Q50 Hybrid AWD can only be had in one well-equipped so-named model.
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Photo: Karen Tuggay, Canadian Auto Press |
Fine-tuning the trim levels doesn't seem to be affecting 2015 sales one iota, which reached 1,555 units for the first six months of this year and are therefore on target to match 2014's 3,242 units. I'm going to guess that you already know Q50 sales numbers don't come anywhere near its German competitors (although the numbers are a touch misleading as BMW sells three separate 3 Series models, Mercedes two C-Class body styles and Audi two A4 iterations, whereas there's only one single Q50 four-door sedan), but amongst Japanese, Swedish and US rivals it fares pretty well. Acura's all-new TLX wasn't on the market for a full year so last year's 2,121 sales aren't likely fair to compare, and like those Germans, Lexus' 3,945 IS sales had a little help from the IS C hardtop convertible model. Likewise it took combined sales of a new sport coupe together with the sedan for Cadillac's ATS to surpass the Q50 with 3,714 sales, while Volvo's S60 didn't even come close with just 1,916 deliveries and Buick only accounted for 816 new Regal buyers in 2014. In this respect I like where Infiniti's Q50 sits within its market. Its 3k-plus Canadian sales mean that it's popular enough to achieve a collective nod of approval from premium buyers, yet it's not so ubiquitous to lose its exclusive appeal.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
No doubt Infiniti would find a way to deal with the "problem" of being too popular, and its Q50 is certainly deserving of a bigger spike on the sales charts. If its superb styling doesn't grab your attention, nor its impressive detailing inside, then all you need do is factor in its value proposition to figure out that you're missing a lot of key features if you pay $37,500 for any of its competitors' compact four-door sedans. That's possible, by the way, unless you're determined to pay through the nose for a three-pointed star. Even if you do you'll be getting a 241 horsepower four-cylinder under the hood starting at $43k, while BMW's $35,990 320i sounds great on paper until you read the 181 horsepower fine-print. It'll take a move up to the $39,900 328i to match M-B's 241 horsepower with the Bavarian turbo-four, while Audi's A4 splits the difference at $38,500, albeit offering a 220 horsepower four banger driving the front wheels.
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Photo: Karen Tuggay, Canadian Auto Press |
As you may have guessed by all those 3.7s in the Q50 model names above, the $37,500 Q50 hits the road running with a 3.7-litre V6, boasting no less than 328 horsepower and 269 lb-ft of torque connecting through to a seven-speed automatic transmission with adaptive shift control and class-exclusive downshift rev matching, driving the rear wheels instead of those up front, which is proper in the premium class. The German four-cylinder models will counter with better fuel economy numbers than the Q50's five-cycle EnerGuide rating of 12.0 L/100km city and 8.1 highway with rear-drive or 12.5 and 8.7 in AWD guise, and while this is important when it comes to meeting ever-stricter governmental regulations, ask any 320i/328i, C300 or A4 2.0 TFSI buyer if he or she'd rather be driving a 335i, C400 or S4 for the same money and you'll get a resounding "YES!!!" 10 times out of 10. And we're only talking powertrains.
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Photo: Karen Tuggay, Canadian Auto Press |
When you factor in standard equipment the Infiniti star (or rather its never-ending road logo) starts to shine ever brighter, with the base rear-drive model receiving proximity sensing Intelligent Key access with pushbutton ignition, a tilt and telescopic leather-wrapped three-spoke heatable 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, a powered moonroof, 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 heatable side mirrors, Infiniti's amazing self-healing Scratch Shield paint, four-wheel disc brakes with ABS, electronic brake-force distribution, emergency brake assist, stability and traction control, plus the usual assortment of airbags. Do the same with the Germans and they'll come up a bit short.
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Photo: Karen Tuggay, Canadian Auto Press |
To be fair I should point out one feature lacking on the Q50 that all German rivals feature throughout their compact sedan trim lines, automatic idle start/stop systems that shut their respective engines down at stoplights or when they might otherwise be idling, while some also get regenerative braking systems that feed kinetic energy from brake pad friction to their various ancillary electrical systems to maximize fuel usage. Once again, ask any BMW, M-B or Audi buyer if they'd give up such items for six-cylinder performance at a base four-cylinder price and they'd nod their heads rapidly while emphatically asking where they needed to sign.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
Of course, Infiniti shoots back with some innovative technology of its own, and not just copycat systems developed and engineered by Japanese hybrid producers. The Q50, as tested, is the only car in the world to offer Direct Adaptive Steering, a steer-by-wire system with no direct mechanical connection between steering wheel and tires. Infiniti took more than a decade to develop DAS and believe me 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 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. The advantage is the system's ability to electronically modify the steering ratio and feedback without mechanical revisions, some of that ability right at your fingertips. A chrome-detailed toggle switch on the lower console lets you flick through its Quick, Standard, and Casual ratios, all designed to match a driver's varying moods, and they really do make a difference.
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Photo: Karen Tuggay, Canadian Auto Press |
I should mention here that DAS in the 2015 model I drove earlier this year and in this Limited trimmed Q50 felt better than it did last year, much to do with a number of modifications made to steering and suspension tuning in all 2015 Q50 models, increasing the feel and responsiveness of the hydraulic steering system in base models and adding more feedback from the upgraded DAS setup, so that now it feels much better at high speeds and more natural through fast-paced corners. By the way, if you find the idea of direct steering a bit disconcerting, some relief should come in the knowledge that Infiniti has your back with a failsafe mechanical backup system that will take over within milliseconds if DAS were to have a meltdown. After more than 10 years of development it's no doubt a safe and sound system, and I certainly never had any problems in any of the four DAS-equipped Q50s I've tested. All were extremely responsive to input when the Drive Mode toggle was flicked to its Quick setting, this latest 2015 model unbelievably reactive, making the Q50 feel like a much smaller, lighter car than it is, while cornering grip is shockingly good. I must admit, however, that Casual mode remains much too (yawn) relaxed for the way I prefer to drive, but I can appreciate that some Q50 owners will like it.
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Photo: Karen Tuggay, Canadian Auto Press |
DAS comes as part of the $4,300 Deluxe Touring and Technology package, incidentally, which also includes a power tilt and telescopic steering column that can be automatically adjusted via the dual occupant memory system that also sets the driver's seat and mirrors, plus gorgeous maple hardwood inlays, auto-dimming exterior mirrors with reverse tilt-down, rain-sensing wipers, an advanced Plasmacluster climate control system, 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, an advanced predictive forward collision warning system with forward emergency braking that as you may have seen on Infiniti's TV ads automatically reacts to the vehicle braking in front of the vehicle you're following, 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.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
I've gone over the base model's features and the Deluxe Touring and Technology package upgrades, so I'd be remiss if I didn't cover the extras that come with AWD Limited Edition trim. Most obvious, the Limited gets a stunning set of 19-inch triple five-spoke alloy rims that are worth the price of admission alone, riding on 245/40R19 Dunlop SP Sport 5000 DSST CTT all-season run-flat performance tires that provide an asymmetrical tread pattern for strong grip on wet or dry surfaces, plus a unique rear spoiler that adds to this Q50's sportier look. Additional kit includes leather upholstery, heatable front seats, Infiniti's InTouch navigation system with touchscreen lane guidance and 3D building graphics, NavTraffic, a one-year subscription to Infiniti Connection that allows automatic collision notification, drive zone monitoring and destination assistance, not to mention smartphone connectivity to the infotainment system's various functions, a 14-speaker Infiniti Studio on Wheels by Bose audio upgrade with satellite radio, and more.
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Photo: Karen Tuggay, Canadian Auto Press |
This impressive list of extras plus all of the aforementioned standard gear comes on a body that looks like it was created by the gods (don't let that go to your head Mr. Baek), with a beautifully shaped grille and front fascia that's setting the tone for the entire brand, jeweled headlamps that glitter like crystal, muscularly animalistic curves, bends and folds from front to back, and LED taillights that might only get upstaged by the fat dual chromed tailpipes set within the diffuser-style lower valance.
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Photo: Karen Tuggay, Canadian Auto Press |
Inside it gets a premium treatment that upstages others in the segment, particularly Audi's A4 that matches the quality of soft-touch synthetic surfaces used for the dash top and partway down the instrument panel, although similarly to the four-ringed German the Q50 also does out its lower dash in harder plastic and lower sides of the centre console, but rather than edging the top of the lower console in premium plastics, Audi goes further down market by covering the entire A4 console in a less impressive material, not to mention its hard and hollow sounding glove box lid that's done out in higher quality soft synthetic in the Q50, although to Audi's credit the A4's door panels get premium plastic from top to bottom, aluminum and/or wood embellishment aside, whereas Infiniti finishes off the Q50's lower door panels in a harder variety of composite.
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Photo: Karen Tuggay, Canadian Auto Press |
On that note the padded inserts in the Q50 are very upscale and its wood and brushed metal inlays are particularly nice. De rigueur in the class are fabric-wrapped pillars front to rear and the Q50 doesn't disappoint, while the Infiniti's switchgear is easily up to Audi's standard, which unfortunately means that not all switches are as well made as Infinitis past, especially the row of audio buttons and single volume dial towards the bottom of the centre stack, which are made from hollow feeling plastic and not as tightly fitted as I remember previous Infinitis being.
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Photo: Karen Tuggay, Canadian Auto Press |
I suppose I should go easy on Infiniti considering my Q50 tester's sub-$50k window sticker, the final tally with all extras included being $49,685, plus of course freight and pre-delivery prep that adds an extra $1,995 to the total, $100 less than Audi's destination charge by the way. The equivalent S4 will set you back $55,200 plus that pricier freight fee, so we can give the Q50 some slack for cutting a few corners.
I was immediately distracted by the cool purple background colour highlighting the car's gorgeous electroluminescent primary gauges anyway, not to mention all the high-resolution coloured graphics on the dual-screen infotainment system that had me quickly forgetting that the Q50 did away with the G37's beautifully detailed analog clock at dash central. The nicely detailed rotating infotainment system controller on the lower console makes up for that omission handily, while doing a brilliant job of accessing information, although big "A"s on the power window switches, denoting Automatic, are tacky and a sunglasses holder with a "nosepiece" that's too large and cumbersome to fit regular sized sunglasses is a ridiculous design flaw. Why bother with a sunglasses holder at all? This is a carryover item from Nissan's parts bin and someone really needs to rethink it.
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Photo: Karen Tuggay, Canadian Auto Press |
The brilliant transmission lacked paddle shifters too (standard in Sport trim), while the front seats didn't offer cooling, rear outboard seats didn't include heaters and panoramic sunroof overhead didn't exist. The trunk isn't finished as nicely as its German competitors either, with a cheesy carpet over pressed cardboard panel on the upper portion and a cheap plastic sill protector below. My only other complaint is an Eco mode that can bog the engine down, even trying to leave the transmission in a higher gear while slowly taking off from standstill up a steep grade.
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Photo: Karen Tuggay, Canadian Auto Press |
This last point and the previously mentioned Eco pedal that I really don't like, kept me from using its most efficient driving mode, which is a shame, as I tend to use these more often than not while driving the Q50's German rivals. This said I'm likely in the minority in this respect, especially amongst those BMW, Mercedes and Audi fans who pay more for six-cylinder power.
As you may have learned it's difficult to get one of the aforementioned brands without all-wheel drive, reason enough for Infiniti to make its AWD system plentiful across the Q50 range. Infiniti dubs it Intelligent All-Wheel Drive, by the way, the intelligence coming from its ability to apportion up to 50 percent of available torque to the front wheels when needed, and better yet for performance enthusiasts, a full 100-percent to the rear wheels when the road surface isn't slippery, thus improving high-speed handling as well as fuel-efficiency.
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Photo: Karen Tuggay, Canadian Auto Press |
When push comes to shove, if you were to buy a similarly equipped premium compact from BMW, Mercedes-Benz or Audi you'd be paying upwards of $10,000 more, and it wouldn't include a transmission that automatically matches revs when downshifting, making you sound like a professional race driver, or the Q50's brilliantly advanced Direct Adaptive Steering system.
The Q50 is not only a supremely comfortable and accommodating luxury sedan with impressive performance credentials, it's also the best value in the small premium sedan segment. You owe it to yourself to take one for a drive, but I warn you now that if you spend enough time behind the wheel you'll likely find yourself driving a Q50 straight home.
Show Full Review

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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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The QX60 hasn't changed one iota since it's JX35 inception three years ago, other than the badges, which means it continues forward as a very good looking large crossover SUV.
The model was one of the first to adopt Infiniti's more curvaceous and distinctive new trademark grille design that looks just as good fronting SUVs as it does sport sedans, on this model flanked by reptilian eye-like headlamp clusters that seem like they're staring you down even from the side view. No matter the trim level a nicely detailed lower fascia incorporates circular fog lamps with chrome bezels that imitate the 18-inch painted silver 10-spoke alloy wheels shod with 235/65R18 Michelin Latitude all-seasons at each corner. Thick chrome protective mouldings stretch down each side while chrome frames the side windows too, the rear quarter windows' shapely squiggle adding to the stylish CUV's overall elegance. Narrow wraparound taillights are near mirror images of the headlamps up front, giving the SUV a wide appearance when viewed from the rear. A rooftop spoiler adds some sporty flair and chrome garnish on the tailgate ups the elegance quotient. No matter the angle the QX60 is a great looking crossover SUV. Small wonder it sells so well.
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Photo: Karen Tuggay, Canadian Auto Press |
Of course there's a lot more to its sales success than just styling. The QX60 also represents superb value. Consider for a moment that a number of compact CUVs from the mainstream volume-branded sector cross the $40k threshold when loaded with features, whereas the sky's the limit for most premium-branded compact models.
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Photo: Karen Tuggay, Canadian Auto Press |
Move up to the mid-size luxury class and prices start in the low $50s to mid-$60s and then soar ever higher as features are added on. Even Buick's Enclave, which is nowhere near as premium in quality as the QX60 due to lower end plastics, hollow feeling fake wood trim, and a noticeable lack of standard and optional features will set you back more than $48k before freight and fees, whereas the premium-badged Infiniti QX60 starts at only $43,400 plus $1,995 for freight and pre-delivery prep. My tester came with Infiniti's Intelligent AWD, which added $2,500 to the bottom line for a staring price of $45,000, which is still much more agreeable than average for this class, and even in this most basic form it's hardly a starkly equipped family hauler.
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Photo: Karen Tuggay, Canadian Auto Press |
Family in mind it boasts seven standard seats, unlike many in this class that only offer five to start with and some that still can't be upgraded to seven. Infiniti improves on its seating flexibility further by including a second-row seat design that not only gets totally out of the way when third row passengers are on their way rearward, but does so even when a front-facing child safety seat is locked into its second-row position, without child of course. No other vehicle in the class offers this level of convenience, but rather all first require the child seat's removal before letting passengers into the rearmost seats. And those seats are pretty comfortable as far as third rows go, with reasonable room for average sized adults and plenty of space for kids.
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Photo: Karen Tuggay, Canadian Auto Press |
The usual premium touches can be found throughout the QX60's cabin, such as fabric wrapped pillars that are also padded, soft-touch synthetic surfaces across the leading edge of the dash top, down the instrument panel facing and glove box door, across the top edges of the lower console, and of course along each door upper, while hard plastics can be found closer to the windshield on the upper dash, below the instrument panel where the knees reside, on the lower door panels, around the doorsills and lower B- and C-pillars. Most of this is par for the course in the luxury segment, with some brands including pliable surfacing in areas the Infiniti doesn't, and vice versa. Along with these refinements the QX60 also includes beautifully layered high-gloss lacquered Kasane Washi trim or equally gorgeous optional maple, plus lovely metal accents and standard leather upholstery, while all of the switchgear is not only very well made with excellent quality materials, almost zero side-to-side wiggle and proper damping for a high-end feel, but it's a far cry better than Audi's Q7 or Porsche's latest Cayenne, let alone that Buick Enclave spoken of a moment ago.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
Some of the standard features not already mentioned include automatic bi-Xenon HID headlights, fog lights, LED brake lights, proximity-sensing remote access with pushbutton ignition, front door handle courtesy lights, illuminated entry with overhead ambient lighting, front sunvisors with illuminated vanity mirrors and extensions, handy overhead glasses storage, aluminum front and rear doorsill plates, power folding heatable side mirrors, speed-sensitive wipers, an auto-dimming rearview mirror, HomeLink remote garage door opener, cruise control, power windows with illuminated switches, auto-reverse and one-touch auto-up/down powered windows all-round, tri-zone automatic climate control with microfiltration, rear-seat heating vents under the first- and second-row seats, rear console-mounted and third-row side trim cooling vents, large dual-level storage compartment under the centre console that integrates a 12-volt power outlet, auxiliary jacks and USB connection, a second-row folding armrest with storage, beautiful Fine Vision electroluminescent primary gauges with stylish rings of purple light around each dial plus a full-colour high-resolution Intelligent-View multi-information display set in between, a RearView monitor-infused seven-inch full-colour high-resolution infotainment display giving access to audio, climate control, fuel economy, maintenance, comfort and convenience features via a rotating Infiniti Controller, six-speaker AM/FM/CD/MP3 audio with Radio Data System (RDS), speed-sensitive volume, satellite radio and Bluetooth hands-free, a powered tilt and telescopic heatable leather-wrapped steering wheel with illuminated controls, a leather-wrapped shift knob, a heatable eight-way powered driver's seat and six-way powered front-passenger's seat, a 60/40-split folding sliding second-row bench seat, a 50/50-split folding third-row seat with recline, a power sliding tinted glass sunroof, UV-reducing solar glass, rear privacy glass, a powered rear liftgate, roof rails, a trailer receiver hitch with seven-pin wiring harness, four-wheel disc brakes with ABS, electronic brake-force distribution and emergency brake assist, traction and VDC stability control, tire pressure monitoring, and all the expected airbags, the latter safety features helping the QX60 achieve IIHS Top Safety Pick winning results with the best "Good" ratings in all five categories as well as a top five-star rating in NHTSA crash tests.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
To get an idea of the QX60's value proposition you'll need to compare it with premium mid-size CUVs from other makers that don't dress their base models up with anywhere near the same level of features while also charging the much higher prices mentioned earlier. Of course all this would be moot fodder if Infiniti didn't back up the QX60 with a drivetrain and suspension system capable of measuring up with the Schmidts and Joneses, not to mention the Johanssons (Volvo is on the way back from near extinction with a new XC90) and Japanese-brand competitive Satos and Takahashis. Therefore Nissan/Infiniti's award winning 24-valve, DOHC VQ series V6 is under hood, measuring 3.5 litres in displacement, featuring microfinished camshafts, continuously variable valve timing and tuned to make 265 horsepower and 248 lb-ft of torque, not the highest output offered in its segment but more than ample for its family-oriented purpose.
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Photo: Karen Tuggay, Canadian Auto Press |
Family yes, but the QX60 is an Infiniti and the brand does have a sportier than average image to uphold, therefore this model gets a driver selectable Sport mode that remaps the continuously variable transmission to provide behaviour that mimics a conventional automatic, boasting defined shift increments than can be manually actuated via the shift lever for a wholly more engaging experience. When dialed to the selector's rightmost position the QX60 responds wonderfully by revving the engine higher than it would otherwise do if left to its own devices in Normal or Eco modes, this process emitting a pronounced rasp from the V6 that, let's remember, is basically a slightly smaller and detuned version of the Q50 and Q60 sport models' 3.7-litre VQ engine. It holds its given "gear" through corners too, adept handling something else the QX60 does very well for a large seven-passenger CUV.
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Photo: Karen Tuggay, Canadian Auto Press |
It doesn't manage curves as sport sedan-like as experienced with the brand's smaller QX50 and fabulous five-seat QX70, but it's plenty capable when thrown into a sharp turn, if not flickably fun, although my tester didn't include active trace control that improves cornering ability by applying brake pressure to a given wheel in order to bring the chosen direction in-line with the vehicle's actual trajectory, or for that matter optional 20-inch wheels and tires. With or without these upgrades the QX60's ride, whether Sport mode is turned on or not, is excellent and composure on the highway confidence inspiring to say the least, while it can compete with the industry's best for cabin quietness and a feeling of overall refinement. The seats of my tester were wonderfully comfortable and supportive enough for the vehicle's mission, but during the hot summer weather we experienced while testing I certainly would have enjoyed stepping up to a higher equipment level to access ventilated front seats.
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Photo: Karen Tuggay, Canadian Auto Press |
Shockingly, ventilated front seats aren't on the options menu, particularly strange when considering Infiniti offers them on other models and additionally odd being that the QX60's various packages are stock full of luxury and convenience features.
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Photo: Karen Tuggay, Canadian Auto Press |
Take the $5,000 Premium package that came with my tester. It boasts an enhanced Intelligent Key system with remote start, entry/exit assist for driver's seat and steering wheel, two-way driver's side memory, a larger eight-inch infotainment system with navigation, NavTraffic with real-time traffic information, Infiniti Connection telematics with a one-year subscription, voice recognition, an impressive Around View parking monitor, a fabulous sounding 13-speaker Bose audio upgrade, Bluetooth streaming audio, and rain-sensing wipers.
The Premium package is requisite if you also want to add the $2,200 Drivers Assistance package that includes adaptive cruise control with Distance Control Assist (DCA), the active trace control feature I only just mentioned, an Eco Pedal with physical pushback to help teach greener driving techniques, Blind Spot Warning (BSW), Intelligent Brake Assist (IBA) with Forward Collision Warning (FCW), and Backup Collision Intervention (BCI).
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Photo: Karen Tuggay, Canadian Auto Press |
Next on the options list, the QX60's $5,500 Deluxe Touring package first requires the addition of the Premium package and eliminates availability of the Drivers Assistance package, while featuring the split five-spoke 20-inch alloy wheels and genuine maple wood trim I mentioned earlier, plus advanced climate control, a dual-pane second- and third-row panoramic-style glass sunroof with a powered rear sunshade, heated second-row outboard seats, a 120-volt power outlet, and an upgraded 15-speaker surround sound Bose audio system that joins a rear DVD entertainment system with dual seven-inch colour monitors, wireless remote control, rear aux, video input and headphone jacks, plus two wireless headphones.
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Photo: Karen Tuggay, Canadian Auto Press |
Add the $3,500 Technology package and all three previous packages will be included, although the $2,500 price of the Driver's Assistance package is absorbed and therefore all items only push the price up by $14,000 to a fully loaded total of $59,900. Again, this top-tier model's maximum MSRP doesn't even come near a fully loaded yet less equipped Buick Enclave, let alone most of its premium peers that don't even start at such a reasonable price, while upping the content list to include Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP), and front seat pre-crash seatbelts.
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Photo: Karen Tuggay, Canadian Auto Press |
It's certainly not hard to appreciate why the QX60 is Infiniti's second-bestselling model, behind the Q50 sport-luxury sedan. Infiniti doesn't even charge you for metallic paint, an additional $900 with some German brands. All things considering it should be the bestselling premium mid-size crossover period, but Infiniti still struggles to get noticed on peoples' consumer radar and therefore, while it handily beats the Audi Q7, Lincoln MKT, Mercedes-Benz GL and Volvo XC90 on the sales charts (and will likely outsell Land Rover's new Discovery Sport that went on sale in May, too), it isn't quite as popular as Acura's MDX or BMW's X5. Of note, the Q7, X5 and new Discovery Sport offer five-occupant base versions, whereas Cadillac, Lexus and Porsche don't even offer seven-passenger CUVs.
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Photo: Karen Tuggay, Canadian Auto Press |
Along with the QX60's excellent initial value are low running costs. Of course its well-rated four-year or 80,000 km comprehensive warranty and five-year or 100,000 km powertrain warranty helps in this regard, although it may not be needed very often as Infiniti ranked highest amongst its premium competitors in the latest JD Power and Associates Initial Quality Study, only upstaged by Porsche that doesn't directly compete as mentioned, and Jaguar that doesn't build an SUV at all (yet). To achieve this ranking it beat BMW, Lincoln, Lexus and Mercedes-Benz, not to mention Audi, Volvo, Cadillac, Acura, and Land Rover, the latter grouping all ranking below average. Infiniti is also rated above average in JD Powers' Vehicle Dependability Study, which ranks vehicles after three years of ownership.
More immediately your wallet should appreciate the QX60's five-cycle EnerGuide fuel economy rating of 10.9 L/100km city, 7.6 highway and 10.5 combined. Alternatively to the conventionally powered QX60 you can opt for the QX60 Hybrid, a good choice if rack up a lot of miles in urban settings as its 7.8 L/100km city rating makes it the stingiest city slicker in the seven-passenger class, whereas its 6.9 highway and 7.6 combined ratings aren't too shabby either.
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Photo: Karen Tuggay, Canadian Auto Press |
Yes, quite amazing that fuel efficiency like this can be had in such a large mid-size CUV capable of carrying up to 447 litres (15.8 cubic feet) of cargo behind its rearmost 50/50-split row, 1,155 litres (40.8 cubic feet) behind the 60/40-split second row, and 2,166 litres (76.5 cubic feet) when both rear rows are laid flat. What's more, its 2,268-kilo (5,000-lb) trailering capability is also quite good for the class.
As you should now be able to appreciate, there's a lot to like about the 2015 Infiniti QX60. From styling, performance, build quality and features to functionality, fuel economy, reliability and safety, it's a mid-size seven-passenger class winner that deserves your attention.
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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.
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Photo: Karen Tuggay, Canadian Auto Press |
On that note I'd like to see a bit more visual differentiation between the two models.
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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.
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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.
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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.
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Photo: Karen Tuggay, Canadian Auto Press |
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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If this car looks familiar but the name doesn't come to mind, don't worry because you're not alone. Q70 is the new designation for the updated M series, Infiniti's mid-size entry that has served as its flagship sedan since the Japanese luxury brand abandoned the original full-size Q45 back in 2006. In the Q70's previous generation this particular model was the M37x (x denoting all-wheel drive), whereas it's now referred to as the Q70 3.7 AWD. There's a Q70 3.7 AWD Sport as well, plus a Q70 Hybrid. As for the old M56x, Infiniti has gone a step further by lengthening the wheelbase of this V8-powered model and redubbing it Q70L 5.6 AWD.
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Photo: Karen Tuggay, Canadian Auto Press |
As much as I'd love to delve further into this range-topping model it will first require a test drive and that is still forthcoming, but the new regular wheelbase Q70 3.7 AWD that I just drove is certainly worthy of a deep dive all on its own. Infiniti upgraded the entire Q70 line for 2015, with a new front fascia incorporating a revised double-arch grille that boasts a sportier new wave mesh insert, as well as new signature LED headlamps and LED fog lights below, while revised side mirrors with integrated LED turn signals enhance its profile, and an updated rear fascia highlighted by a new shape to the trunk lid, reworked chrome applique and revised LED combination taillights finishes off the back end. Three new colours include Asgard Grey, Hermosa Blue, and Chestnut Bronze, my tester finished in the latter, while a unique pearl finish can be had with optional Aspen Pearl paint. Additionally, like all of the other Q70 trims the new 3.7 AWD gets a new set alloy wheels, although my tester's rims weren't the standard 18-inch split-five-spoke design on 245/50 all-season performance tires, but rather a special set of optional tri-split Y-spoke 20s on 245/40 rubber that added a purposeful stance which only went to foreshadow this car's capability on a curving road.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
It's a gorgeous looking car, with plenty of organic shapes, flowing lines and muscular strength to the design. While assertive it has a true feminine element, yet at the same time it's bold, strong, and aggressive with an almost overt masculinity. Like with all Infinitis the details are what set the Q70 apart. From the beautiful chrome embellishment around both upper and lower grilles and the aforementioned wavy mesh grille inserts looking darkly sporty yet following the same flowing patterns as the rest of the design, to the brilliant chrome enhanced LED fog lamps and nicely detailed headlamp clusters, which stylistically mirror the LED turn signals integrated onto the mirror caps, and at night are capped off with snake like lashes (if snakes had lashes), everything comes together for an elegant frontal look.
Chrome also wraps around the greenhouse, adorns the door handles, and brightens the new rear applique and lower trunk garnish mentioned a moment ago, the latter edging up against a beautifully detailed set of curvaceously penned tail lamps featuring four distinct slashes when lit up in the dark, the bottom two scythe-like, whereas a subtle functional diffuser is integrated within the lower valance that's also infused with big chrome-tipped tailpipes. All of these upgrades, along with aerodynamic add-ons unseen such as front and rear tire deflectors, an engine under cover, centre floor cover, exhaust cover, and floor side fairings contribute to a commendably low 0.27 coefficient of drag plus zero lift front and rear.
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Photo: Karen Tuggay, Canadian Auto Press |
That makes for a quiet, serene cabin, the noise from turbulent wind not as much of a factor with the Q70 as with some of its rivals. The hushed highway experience suits the largest Infiniti well, as it's endowed with the rarified level of top-tier luxury the Japanese premium brand has become known for. Soft-touch surfaces are in all the expected places as well as a few unexpected spots, such as on the lower dash, lower door panels and the sides of the lower console, the latter padded to protect knees and covered with a rich leather-like material featuring attractive exposed stitching. Higher up in the cabin, subtle chrome detailing combines with satin silver accents along with some of the nicest looking hardwood in the industry, my tester finished in silver-powdered white ash that perfectly complemented the car's Java coloured perforated leather upholstery, all part of the $5,500 Deluxe Touring & Technology Package that made my weeklong test all the more pleasurable.
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Photo: Karen Tuggay, Canadian Auto Press |
Before going into all that comes with the aforementioned package, I must mention some standard items that set Infiniti's flagship sedan apart. The Q70 benefits from extremely nice luxury touches such as velvet-lined storage bins, this model even getting a very handy velvet-lined cell phone holder right next to the gear lever. All the car's switchgear is first-rate too. The HVAC and infotainment system, which features a display screen placed high atop the centre stack, is actuated via two rows of black buttons set into high-quality aluminum frames, perfectly damped with very little side-to-side wiggle. These rows are set within that silver-powdered white ash hardwood I mentioned a moment ago, a large rotating dial at the very centre used for scrolling through the system's various functions.
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Photo: Karen Tuggay, Canadian Auto Press |
As usual, Infiniti's analog clock is the literal jewel in this masterful array of complications, this one a beautiful chrome-rimmed soft-edged rectangle with a near-white bezel that I'd be proud to wear on my wrist. It rests directly between that display screen and the interface used to control it, while at each side is a perfectly symmetrical vent.
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Photo: Karen Tuggay, Canadian Auto Press |
Just below all of this luxury kit is an audio interface that doesn't incorporate a digital screen. Yes, how refreshing! Of course everything you input via its two rotating dials, myriad buttons and optical drive slot is copied over to the infotainment display above, but it's nice to have some real go-to controls to play with instead of the alternative; many of the Q70's competitors attempt to minimize complexity by housing everything within a digital touchscreen interface, and thereby add more steps to the process of merely changing a radio station or sourcing AM instead of FM.
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Photo: Karen Tuggay, Canadian Auto Press |
On that note my Q70's audio system was beyond superb, although the only visible "BOSE" branding was on the two tiny speakers affixed to each side of both front seat-tops, ideally placed for two sets of ears as if the seats were infused with their own high-end headphones. This Bose system isn't stock, mind you, but part of the Deluxe Touring & Technology Package I mentioned earlier. It's a 16-speaker surround-sound system with 5.1-channel decoding for truly stunning audio quality, while the package also adds forest air conditioning, an Eco Pedal that pushes back on your foot to save fuel if engaged, active trace control which automatically engages the inner or outer brakes to optimize the car's line through curves, blind spot warning and blind spot intervention, lane departure warning and lane departure prevention, predictive forward collision warning, forward emergency braking, backup collision intervention, adaptive front lighting, intelligent cruise control, distance control assist, a powered rear sunshade, semi-aniline leather upholstery with a unique quilted seat pattern plus additional seat bolstering, a suede-like headliner and roof pillars, and the premium soft-touch materials I spoke of earlier, including the stitched leather-like dash top, silver-powdered white ash interior trim and 20-inch alloys.
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Photo: Karen Tuggay, Canadian Auto Press |
The base car's AM/FM/CD/satellite audio system with aux and USB ports is by Bose as well, but with just 10 speakers it doesn't give off the same spatial qualities as the 16-speaker surround-sound option. The colour touchscreen infotainment system I've been mentioning throughout this review is eight inches in diameter, while navigation featuring NavTraffic with real-time traffic information is also standard, as is Bluetooth phone connectivity and streaming audio, Infiniti Connection telematics, automatic HID headlights, power-folding heatable mirrors, proximity sensing access with pushbutton ignition, a leather-wrapped heatable steering wheel, leather upholstery, dark Japanese ash hardwood trim, dual-zone automatic climate control, cruise control, a remote garage door opener, rear parking sonar, a powered glass sunroof, two-way memory for the driver's seat, mirrors and standard powered tilt and telescopic steering column, and climate controlled 10-way powered front seats, all for just $56,900 plus $1,995 for freight and pre-delivery prep. Along with its extra equipment my tester came to $63,400 before freight.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
Those seats looked fabulous and were oh-so completely comfortable and totally supportive, while their two-way memory settings and three-way heated/cooled functions were appreciated (well, at least the heatable cushions were during my February test). Getting comfortable and seated in just the right position is very important if you want to get the most out of a true driver's car, visibility and control being paramount once speed rises. Performance in mind, the Q70's standard DOHC, 24-valve V6 puts its 330 horsepower and 270 lb-ft of torque down to each of its four wheels liberally, the engine's microfinished camshafts allowing freer revving while Variable Valve Event and Lift (VVEL) plus Continuously Variable Valve Timing Control System (CVTCS) optimizes the opening of intake and exhaust valves so that the most efficiency possible can be wrung out of its 3.7 litres.
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Photo: Karen Tuggay, Canadian Auto Press |
Response to throttle input is strong yet wonderfully smooth, while the standard seven-speed gearbox delivers positive shifts whether left to its own devices or via manual actuation of the shift lever; alas no paddle shifters are offered. The electronically controlled gearbox incorporates driver Adaptive Shift Control (ASC), which means that a learning algorithm senses your driving style at a given moment and adapts to it immediately, which actually minimizes the need for paddles. Flicking the console-mounted shift lever might be too tempting just the same, as the Q70's seven-speed automatic also includes Downshift Rev Matching (DRM) to make you feel and sound like a racing pro. It's one of the most advanced performance transmissions available in the luxury sedan sector, and when combined with Infiniti's acclaimed Attesa ET-S all-wheel drive and the Q70's Drive Mode Selector, which lets you choose between Standard, Sport, Snow or Eco modes and then controls throttle response and shift points to make the most of traction in each situation, you'll be grinning as wide as Infiniti Red Bull Racing F1 star Daniel Ricciardo, Infiniti's new Director of Performance - and incidentally that's a mighty wide Aussie grin.
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Photo: Karen Tuggay, Canadian Auto Press |
I felt like Infiniti's director of performance during my Q70 test week, mind you, and appropriately left the DMS in Sport mode most of the time. The car's double-wishbone front and multi-link rear suspension lives up to Infiniti's renowned agility, making the mid-sizer feel more like a luxury compact through tight high-speed curves. Certainly I played with Eco mode, and probably should have used it more since pump prices in my city have now risen above where they were prior to the big drop in the cost of crude earlier this year and the Q70's 13.2 L/100km city and 9.6 highway rating is decent albeit hardly class leading, but it was difficult to say no to all that silky smooth power. Fortunately braking is also very strong, which is critically important for a car as powerful and commensurately fast as the Q70, although I must admit to not being a fan of the foot-operated parking brake.
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Photo: Karen Tuggay, Canadian Auto Press |
Of course ABS-empowered four-wheel ventilated discs come standard, as does electronic brake-force distribution, emergency brake assist, hill start assist, traction and stability control, front-seat pre-crash seatbelts, active head restraints, a full assortment of airbags, and tire pressure monitoring to make sure you're getting the best traction possible from the tires in order to avoid an accident in the first place.
Continuing on the pragmatic perspective the Q70 is longer than the already larger-than-compact Q50, but unless you go for the Q70L with its 150-millimetre (5.9-inch) longer wheelbase it's not as big a stretch between both axles as say BMW's 3 to 5 Series sedans or Audi's A4 to A6. The Q70's wheelbase grows a mere 51 mm (2.0 inches) over the Q50's, whereas 158 mm (6.2 inches) and 104 mm (4.1 inches) differentiate the two Audis and BMWs respectively. There are practical advantages to the larger Q70 of course, the rear seating area offering more legroom and the trunk gaining 40 litres of max volume for a total of 422, although a small rear pass-through is all that's offered for stowing items too long for the boot, such as skis.
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Photo: Karen Tuggay, Canadian Auto Press |
With the new Q70 3.7 AWD in base and Sport guise, an efficient and powerful Q70 Hybrid and now the longer V8-driven Q70L model added to the mix, Infiniti has a formidable lineup of mid-size and near full-size alternatives for sport-luxury sedan buyers. They're all beautifully designed with interiors that should wow even the most jaded in the premium crowd, while Infiniti's value-packed pricing makes them even more eye opening. You really shouldn't purchase any other premium mid-size four-door without first checking out the Q70.
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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.
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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.
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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.
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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.
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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.
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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.
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Photo: Karen Tuggay, Canadian Auto Press |
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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For those of us who love true 4x4-capable SUVs, the pickings are thinner than they've ever been from volume brands. Then again, add a willingness to pay for a premium nameplate and a wider variety of top-tier off-roaders become available. Amongst these the full-size Infiniti QX80 is not only one of the nicest, but also one of the segment's best overall values.
The QX80 has been given a refresh for 2015, which includes a slightly updated grille with Infiniti's sportier new trademark diamond-pattern mesh insert replacing the six chromed ribs of last year's version (it already received the Infiniti's newly reshaped grille surround two years ago for its 2013 update), plus new LED-infused headlamps, a completely reworked front bumper and lower fascia with a chrome-rimmed secondary grille and glitzier set of combination LED fog lights set within multifaceted brightwork surrounds, while from the rear the changes are less obvious, including a new fully integrated bright metal bumper protector and new flush-mounted sonar sensors set within the rear bumper caps (ditto up front). Additionally,
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Photo: Karen Tuggay, Canadian Auto Press |
if you upgrade to the Technology package as per my fully equipped tester, the body-colour mirror caps get replaced with a set of chromed covers for an even more upscale appearance, while underpinning all the updates on my Technology-trimmed model was a gorgeous set of 22-inch multi-spoke alloy rims on 275/50R22 Bridgestone Dueler H/T tires, ultra-large on most anything else but looking ideally sized on this substantive Infiniti (20s are standard). Yes, to say the QX80 has presence after seeing it in photos doesn't even come close to the awe-inspiring effect it has in person.
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Photo: Karen Tuggay, Canadian Auto Press |
It's the difference between watching someone like six-foot-five Hollywood star Christopher Lee on a late night movie channel and abruptly turning around only to see chest hair (shorter folks like me will be able to relate); the QX80 is big. Unlike most of Lee's characters, however, such as Saruman the White in the Lord of the Rings trilogy, Count Dooku in Star Wars: Episode II - Attack of the Clones, James Bond villain Francisco Scaramanga in The Man with the Golden Gun, or title monsters in horror films like The Curse of Frankenstein, The Mummy and Horror of Dracula, the XXXL-sized Infiniti is actually quite friendly.
This immediately becomes evident upon stepping up and into the QX80's opulent cabin via its standard running boards. Planks of new Stratford Burl wood trim look decidedly rich, while brighter aluminum trim adds flash to the steering wheel and white contrast stitching more effectively highlights the leather surrounding the centre stack as well as the leather-wrapped door pulls, leather-covered door uppers and armrests. Like last year's QX80, softly padded stitched leather surfacing is everywhere. In addition to those places already mentioned, you can find leather covering the steering wheel (unless it's optionally trimmed with a thin strip of wood), the shifter knob and boot, and the seats of course, the latter finished in soft semi-aniline leather. Their inserts are perforated for standard forced ventilation along with the usual heat, adjustable via a set of rotating knobs on the lower portion of the centre stack, part of a switchgear package with a level of fit, finish and finely tuned damping that makes many in the premium set look shabby. The centre stack alone features pull buttons for automatically sliding the second-row seats forward in order to let third-row passengers aboard without the need of getting out of your seat, plus a heated steering wheel button and covered 12-volt socket between those seat warming/cooling dials, while just above is a row of tightly fitted HVAC buttons nestled between individual driver and passenger automatic temperature dials.
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Photo: Karen Tuggay, Canadian Auto Press |
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Photo: Karen Tuggay, Canadian Auto Press |
Above these are knobs for the audio system surrounding yet more buttons and a slot for CDs, all hovering around one of Infiniti's most beloved trademarks, a gorgeous analog clock. A row of infotainment controls sits below a slightly recessed eight-inch colour touch-screen display, finishing off the topmost portion of a centre console, which stretches down below to meet up with a leather, chrome metal and aluminum-finished gearshift lever as well as an elegant assortment of buttons surrounding a large rotating dial, controls for Infiniti's All-Mode AWD system that connects through to a computer-controlled transfer case with settings for Auto, 4H and 4L.
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Photo: Karen Tuggay, Canadian Auto Press |
The infotainment system, incidentally, allows access to navigation with lane guidance and 3D enhancements, an Around View monitor with moving object detection, audio functions, climate-control, fuel economy and maintenance info, plus comfort and convenience features, the latter including NavTraffic, Zagat restaurant guide, and Infiniti Connection telematics. A standard rear entertainment system features dual seven-inch headrest-mounted monitors, the sound coming from a standard Bose audio system featuring 15 speakers including two subs for truly impressive sound quality, whereas the usual AM/FM/single-CD/DVD setup is part of the package, as is satellite radio, RDS and speed-sensitive volume. Bluetooth hands-free phone connectivity is standard too, as is wireless audio streaming from your personal device, while you can also plug in your smartphone or iPod via a USB port or multiple auxiliary audio/video inputs on the centre console. Redundant controls can be found on the steering wheel spokes, and they're conveniently illuminated for use at night.
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Photo: Karen Tuggay, Canadian Auto Press |
On that note the standard pushbutton ignition is illuminated too, just part of a proximity sensing system that allows keyless access to get inside. You can alternatively prestart the QX80's engine with remote start, warming up or cooling down the interior as best suits the time of year. The steering wheel features powered tilt and telescopic capability, while two-way driver's seat memory brings it back to your chosen position at the touch of a button when reentering, along with the driver's seat and exterior mirrors, the latter which are also auto-dimming, power folding, and heated, plus include integrated turn signals, courtesy lights and reverse tilt-down.
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Photo: Karen Tuggay, Canadian Auto Press |
Additional standard features include automatic LED headlights with high beam assist, an auto-dimming centre mirror with an integrated garage door opener, as well as front and rear sonar, fog lights, rain-sensing variable intermittent wipers, electroluminescent primary gauges, a heated steering wheel, tri-zone automatic temperature control, heated front seats, handy overhead sunglass storage, a 10-way powered driver's seat and eight-way powered front-passenger's seat, a powered tilt and slide glass moonroof, powered 60/40-split flat folding and reclining third-row seats, a powered rear liftgate, plus a class four tow hitch and covered seven-pin wiring harness.
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Photo: Karen Tuggay, Canadian Auto Press |
The last two features are standard because most buyers purchase the QX80 with intentions to tow a large trailer carrying a boat or camper. Of course, a tow mode feature is standard as is its substantive 3,855-kilo (8,500-lb) tow rating. I never had opportunity to haul an Airstream Flying Cloud 28 up a steep grade or pull an Allante 825 out of the water via a heavily raked boat launch, but I'm quite certain it would manage such duties with ease.
The QX80's standard 5.6-litre V8's 400 horsepower and 413 lb-ft of torque made no qualms about motivating the SUV's 2,500-plus-kilo (5,633-lb) curb weight along with my partner and my added girth. The big rig charges off the line with surprising energy, its seven-speed automatic wonderfully smooth if not as multi-cogged as some rivals.
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Photo: Karen Tuggay, Canadian Auto Press |
Like the gearbox the QX80's ride is impressively smooth, one of the benefits of big, traditional body-on-frame SUVs. What wasn't expected however was how well Infiniti's largest manages corners, totally living up to the brand's performance-oriented image as it stays loyally planted to the tarmac through fast-paced curves, begging to go faster and totally confidence inspiring throughout the process.
To think that the QX80 is also one of the more capable luxury utes available when pavement turns to gravel, and gravel turns to dirt, mud, sand, rock, snow or even ice, is just another impressive quality inherent in its design. As mentioned, all 4x4 functions can be administered via an interface on the lower console just behind the gearshift lever, allowing you to set Infiniti's computer-controlled All-Mode AWD to Auto mode, 4-high or 4-low. Auto is all that most people will ever need, which apportions torque to each wheel as conditions require and sends up to 50 percent to those up front when needed.
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Photo: Karen Tuggay, Canadian Auto Press |
I'm guessing if fuel prices continue to remain low, large SUV sales will grow despite less than appealing fuel economy ratings. In this respect the QX80 is no worse than its full-size peers and better than some, receiving a National Resources Canada estimate of 16.9 L/100km in the city and 11.9 on the highway. Noteworthy, these numbers reflect the new five-cycle testing protocol which is much more accurate than the previous two-cycle process, while even better news is the QX80's requirement for only regular unleaded fuel, which saves about 10 percent when refilling its 98.4-litre tank.
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Photo: Karen Tuggay, Canadian Auto Press |
I'm going to step out on a limb by assuming most full-size luxury SUV buyers aren't as worried about fuel economy as the economy car set, which makes sense as purchasing a QX80 begins at $73,650 plus $1,995 for freight and pre-delivery prep (incidentally only $450 more than last year's model despite its many upgrades). The price is the same whether going for a seven- or eight-occupant version, making it the full-size luxury SUV segment's best deal by far.
My Dark Current coloured tester (which is tri-coat paint that costs $385 extra) featured the aforementioned Technology package that, for $8,150 (representing no increase from last year) adds a leather- and wood-wrapped steering wheel, advanced climate control, intelligent cruise control with full-speed range, Distance Control Assist, Hydraulic Body Motion Control, adaptive auto-leveling headlights, Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP), Intelligent Brake Assist (IBA) with new Predictive Forward Collision Warning (PFCW), backup collision intervention (BCI), front seat pre-crash seatbelts, and the impressive set of 22-inch forged alloy wheels I mentioned earlier. Even at $81,800 plus freight, the completely kitted out 2015 Infiniti QX80 Technology undercuts many of its full-size luxury rivals by tens of thousands, while boasting everything the majority of buyers in this class want, including high style and a prestigious nameplate.
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Photo: Karen Tuggay, Canadian Auto Press |
I should mention something that some others in this class don't do quite as well as Infiniti, treat those in back as well as those up front. The rear doors are as nicely detailed as the ones just ahead, while the fold-down centre armrest gets dressed up in the upscale wood treatment too. The seven-occupant model's second-row passengers get standard heated captain's chairs while eight-passenger QX80s incorporate a 60/40-split bench with heated cushions in the outboard positions. Access to the third row is ultra-easy via those automated forward flipping second-row seats I mentioned earlier, complete with front-seat controls, while those riding in back will want to be shorter in stature (kids being ideal) to maximize comfort; par for the course with most vehicles in this class.
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Photo: Karen Tuggay, Canadian Auto Press |
Open the powered rear liftgate and you'll likely appreciate how easy it is to drop that third row into the cargo floor, a set of buttons allowing the power folding mechanism to increase cargo capacity from 470 litres to 1,405 behind the second row. Lay the middle row flat and a total of 2,694 litres is at your disposal, ideal for weekend trips to the building supply store.
In summary, Infiniti's 2015 QX80 continues to offer superb quality and refinement plus loads of useful features in a very well priced package. To pass by this impressive machine without giving it the respect it's due would be a mistake.
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