Remaining unbiased in the automotive journalism profession is at times difficult, but it’s paramount to delivering reviews that

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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.

Today’s

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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

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Bull Racing team is experiencing this year, maybe it’s better to keep a low profile for a while.

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

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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.

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

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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.

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.

As noted earlier, the 2009 also dramatically improved everything else the old car was

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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.

As

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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.

Seat

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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

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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.

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

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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.

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.

But

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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.

Unlike rival brands, Infiniti’s seven-speed auto incorporates Downshift Rev Matching (DRM) that synchronizes engine revs automatically by blipping the throttle

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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

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takeoff to allow safer starts in the slippery stuff, taking some of the work away from the standard electronic traction and stability control systems.

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.

All of this power and four-wheel traction doesn’t exactly make the Q60 a fuel miser,

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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.

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

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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

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satellite radio, Radio Data System (RDS) and speed-sensitive volume control plus USB and iPod connectivity.

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

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discs with ABS, electronic brake-force distribution and emergency brake assist, tire pressure monitoring, the usual assortment of airbags, and more.

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

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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.

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

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goes, although unlike rivals there’s only a single folding rear seatback to increase volume, no centre pass-through is offered either.

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.

To

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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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