Although there has recently been talk about reopening our economy, for the most part we’re still in voluntary lockdown throughout most of Canada. While this is certainly better than the mandatory lockdown…
Although there has recently been talk about reopening our economy, for the most part we’re still in voluntary lockdown throughout most of Canada. While this is certainly better than the mandatory lockdown conditions many other parts of the world are enduring, it’s left the majority of Canadians looking for things to do in order to bide their time.
Enter Japanese luxury carmaker Infiniti, a brand well respected for building cars and SUVs with entertaining driving characteristics. Now, instead of supplying thrills on the road, it’s slicing and dicing up some very unique paper artwork in the spirit of origami.
This said, the only traditional origami-style paper folding is used for the rear section of the Q50 S sport-luxury sedan scale model, as well as the separate wheels and tires and tabs necessary for gluing everything together. Nevertheless, Infiniti’s Carigami model is definitely a fun way to pass the time.
Infiniti will soon follow up its Carigami Q50 S model with one for the long-discontinued first-generation FX crossover SUV, showing that the enthusiast heart of this performance-oriented brand is still beating at a high rate, while another fan favourite, the current full-size off-road capable QX80 SUV that’s based on the legendary Nissan Patrol (Armada in North American markets), will come next.
The models will all be in 1:27 scale, and all you’ll need to put one together is a printer (preferably colour, or you can add crayons to this list), seven sheets of paper (two for templates and five for instructions), a craft knife, some glue, and a little patience.
While a first for Infiniti, the luxury brand’s parent previously commissioned a full 1:1 scale origami version of the funky Nissan Juke subcompact crossover for its fifth birthday in 2015.
To learn more, watch a high-speed video of the model being constructed, and/or download the templates and instructions go to Infiniti.com, or you can go directly to the Carigami download page here, but keep in mind this is the brand’s US site and therefore any further investigation into real Infiniti models for purchase in Canada should be done at Infiniti.ca.
Better yet, go to CarCostCanada to check out the latest 2020 Infiniti Q50, Q60 and Q70 sport-luxury cars, plus Infiniti’s lineup of SUVs that include the QX50, QX60 and QX80. You can access all the same pricing information as the manufacturer’s website, and even build out each model, plus you’ll find out about all the latest manufacturer rebates, financing and lease rates, and dealer invoice pricing that can save you thousands when negotiating your deal.
For instance, CarCostCanada claims you can save up to $5,550 in additional incentives on a 2020 Infiniti Q50, while those wanting a 2019 Q50 can access factory leasing and financing rates from zero percent. Interested in a Q60 instead? How about $5,350 off of this luxury sport coupe for the 2020 model or $9,000 in incentives for a 2019? If you want a large sedan, Infiniti is offering up to $8,000 in additional incentives for its 2019 Q70 and long-wheelbase Q70L (there won’t be a 2020 for this flagship four-door).
As for Infiniti SUVs, those wanting the new QX50 compact crossover can save up to $5,250 for a 2019, $2,000 on a 2020, and zero-percent factory leasing or financing for the fresh new 2021 model, with average member savings said to be $3,250 no matter the year purchased. As for the mid-size three-row QX60, buyers wanting a 2020 can access up to $5,400 in additional incentives while the 2019 model has zero-percent factory leasing or financing on offer. Lastly, the big QX80 can be had with zero-percent leasing or financing on the 2021, up to $5,050 in additional incentives for the 2020 model, and $10,000 in incentives for the 2019.
Story credit: Trevor Hofmann
Photo and video credits: Infiniti
The Infiniti Q50 has been one of few sport-luxury sedans that found continued success despite the unprecedented onslaught of crossover luxury SUVs, at least before Q1 of 2019. Last year, Canadian premium…
The Infiniti Q50 has been one of few sport-luxury sedans that found continued success despite the unprecedented onslaught of crossover luxury SUVs, at least before Q1 of 2019. Last year, Canadian premium car shoppers said their unceremonious goodbyes to the BMW 3 Series, which saw its sales drop by 19.5 percent, and the Audi A4, that lost 20.3 percent, while Acura’s TLX, Cadillac’s ATS, and Jaguar’s XE gave up even more ground, but the Q50 actually grew its sales by 6.8 percent throughout 2018.
Over the past few months, however, Q50 sales have gone off the deep end with a 36.3 percent downturn, and while this is no doubt cause for concern by the powers that be at the company’s Hong Kong headquarters, it’s still not as bad as BMW’s 3 that lost 37.7 percent compared to Q1 of 2018, and Audi’s A4 that’s seen 39.9 percent of deliveries taken off its order books. Even Mercedes-Benz’ mighty C-Class has fallen by 34.5 percent, while Lexus IS deliveries (which were down 10.9 percent in 2018) have now plummeted by 45.5 percent, and Jaguar XE sales are currently nose-diving by a staggering 78.1 percent (its sales were only off by 27.8 percent last year).
I suppose I should stop tapping away at the keys right now and point you to my review of the impressive new Infiniti QX50 compact luxury SUV instead, but in all seriousness, 2,576 Canadians purchased the Q50 sport-luxury sedan during 2018, plus an additional 517 over the first three months of 2019, so I can think of plenty of good reasons to continue writing this review. In fact, I find the Q50 one of the smartest choices in the compact luxury D-segment, even if this category isn’t exactly filled with optimism these days.
As a bit of a backgrounder, Infiniti gave the Q50 a mid-cycle update for the 2018 model year, refreshing its grille, front fascia, headlamps, taillights, rear bumper design and more, so it continues forward into 2019 unchanged from a visual perspective, except for a new Canadian-exclusive “I-LINE” styling treatment that now comes standard with the renamed I-Line Red Sport 400 model.
Infiniti chose the new I-Line nomenclature from the words “Inspired Line,” and just like eyeliner it blackens the grille surround similarly to last year’s gloss-black fog light bezels and diffuser-like rear bumper cap, while the spoiler on top of the trunk lid also gets an upgrade to high-gloss carbon-fibre, plus new “custom imported” glossy black 19-inch alloys trim out the lower regions. Possibly more important, I-Line trim helps to visually differentiate the sportiest 400-horsepower Q50 from lower trims within the lineup, an intelligent move when factoring in the $7,700 leap from the already fast 300 horsepower Q50 3.0T Sport.
Of note, both 300 and 400 horsepower Q50 models utilize the same turbocharged 3.0-litre V6 engine, albeit with unique components and tuning. Engines in mind, an even bigger change for 2019 is the discontinuation of the Mercedes-Benz-sourced 2.0-litre turbocharged four-cylinder from the Canadian market, although it continues to make 208 horsepower in other world markets, including the U.S.
Back here at home, both V6 engines use Infiniti’s advanced seven-speed automatic gearbox with manual shift mode and downshift rev-matching capability, the latter a rare and wonderfully fun enhancement to the Q50’s overall strong performance, while the Japanese luxury brand’s “Intelligent” rear-biased all-wheel drive also remains standard.
Fuel efficiency has seen improvements since Infiniti replaced the naturally aspirated 3.7-litre V6 with the new 700-cc smaller turbocharged 3.0-litre engines, but now that the four-cylinder is no longer available the model’s base fuel economy, which measured 10.7 L/100km city, 8.6 highway and 9.7 combined last year, no longer sits amongst class leaders. Still, the new as-tested base 3.0-litre’s rating of 12.4 city, 8.7 highway and 10.8 combined remains competitive amongst six-cylinder rivals.
Such practical elements covered, I should also point out that the 2019 Q50 now includes standard predictive forward collision warning and forward emergency braking, which certainly is a step in the right direction for helping the Q50 to eventually achieve an IIHS Top Safety Pick + rating.
With the 2.0-litre four now gone for 2019, Q50 3.0T Luxe AWD trim replaces the Q50 2.0T Luxe AWD, with the base price commensurately moving up $5,000 to $44,995 plus destination and fees, which just happens to be last year’s entry price for the V6. The Q50 3.0T Signature Edition being reviewed here starts just a hair higher at $46,495, while the upper mid-range of the model lineup gets filled by the previously mentioned $48,495 Q50 3.0T Sport AWD, whereas the $56,195 I-Line Red Sport 400 ends up on the top spot. This said all trims are very affordable when factoring in everything that’s on offer.
By the way, each price noted is available in detail, along with trim, package and option information, from CarCostCanada, where you can also source money saving manufacturer rebate info and otherwise difficult to get dealer invoice pricing that could save you thousands.
Although mentioning the word “base” a moment ago, nothing about Q50’s twin-turbocharged V6 is remotely basic. To be clear, no rival offers a 300-horsepower base engine, or the direct-injected mill’s near equally impressive 295 lb-ft of torque. I’ve sung praises about this talented V6 before, plus gone on ad nauseum with respect to the seven-speed automatic and all-wheel drive setup it’s mated to, so rather than pore too much attention on the numerous technological advancements that make this combo worthy of your full attention, I’ll lay down a more experiential tone.
For starters, the base engine feels even quicker off the line than those figures suggest, although those 300 and 295 output numbers are hardly insignificant. It just has more full-throttle jump from standstill than the majority of similarly rated cars, this probably due to the engine’s twin-turbochargers delivering most of that twist from only 1,600 rpm all the way to 5,200 rpm, which is considerably sooner in the rev range than a normally aspirated mill would be capable of, with a wider torque band as well.
Those turbos spin at speeds of up to 240,000 rpm, incidentally, a thought I just can’t get my brain to comprehend, especially considering their almost silent operation and complete reliability. Also worth mentioning, the mostly aluminum and therefore lightweight V6 has been on the Wards “10 Best Engines” winner list since it was created, just as its 3.7-litre and 3.5-litre predecessors were, so I’m not alone with my accolades.
Push the “START/STOP ENGINE” button just next to the gauge cluster and it purrs into action, a subtle rasp from the dual exhaust noting that this is no four-banger. Flick the “DRIVE MODE” toggle switch on the lower centre console to “SPORT” instead of “STANDARD” (SNOW, ECO and PERSONAL modes are included too), pull the contrast-stitched leather-wrapped shifter rearward into “D” and then over slightly for manual mode, and prepare yourself to shift via the gear lever as steering wheel-mounted paddles are only available with the 3.0T Sport and I-Line Sport 400 trims. No issue here, as I’ve been shifting stick for longer than I care to say. Then again, I’d appreciate having paddle-shifters too, but obviously Infiniti sees the Luxe and Signature Edition as its luxury-focused models, in spite of their quick response to throttle input and dynamic handling.
This Signature Edition wears the same standard 245/40R19 all-season run-flat performance rubber as the Sport model, but as it was my test car purposely featured winter M+S tires that without doubt impacted its lateral grip on dry sections of roadway. Just the same Infiniti didn’t go cheap on its winter tires, skinning the standard triple-five-spoke alloys in Pirelli Sottozero 3s, which showed such prowess through wet and snowy conditions that nothing nearing the likes of an SUV was at all necessary. In fact, it was so good at managing wet Left Coast snow that this Q50 quickly became my default ride for a very cold and soggy Vancouver week, while it was not only a great help in overcoming inclement weather, but its wonderfully reactive steering, wholly capable suspension, and smooth, comfortable ride made each stint behind the wheel a joy.
Of note, additional Signature Edition upgrades include the same performance-oriented exterior design details as found on the Sport, such as a sharp-edged glossy black lip front spoiler and similarly black fog light bezels, as well as a slightly less aggressive variation on the black and body-colour diffuser-infused rear bumper theme noted earlier, while each mid-range model also utilizes of an identical set of silver-painted 19-inch alloy rims, which is an improvement over base Luxe trim’s 18-inch alloy wheels and 225/50 all-season run-flat performance tires.
Finally, both mid-range Q50 trims get silver “S” badges on each front fender, but oddly the Signature Edition includes a special rear deck spoiler just above its own scripted “Signature” badge, but the Sport model doesn’t get a spoiler at all, although it does receive a silver “S” insignia beside its Q50 badge.
Slide inside and you’ll quickly see that Signature Edition and Sport trims also share identical Sport Type seats featuring driver’s power lumbar and powered torso bolsters, plus manual thigh extensions for both front seats. The driver’s seat was thoroughly comfortable and provided superb lateral support, which is always appreciated when slinging such a capable car through fast-paced curves. Additionally, the Signature Edition’s Kacchu aluminum decorative inlays mentioned earlier are also found in the Sport model, a bonus as they look fabulous and feel substantive.
Almost every other feature not yet mentioned is shared between the base Q50 Luxe model and the Signature Edition, which means the Q50 Signature Edition receives standard automatic LED headlamps with LED daytime running lights, LED fog lights and front turn signals, LED brake lamps, aluminum “INFINITI” branded tread plates, proximity keyless access, pushbutton start/stop, Infiniti’s “InTuition” for storing climate, audio and driving preferences within each “Intelligent Key”, welcome lamps on the front outer door handles, rain-sensing wipers, an auto-dimming centre mirror, a universal remote for your garage, micro-filtered two-zone automatic climate control, an Infiniti InTouch dual-display infotainment system featuring a bright, high-resolution 8.0-inch upper monitor and an equally clear and colourful 7.0-inch lower touchscreen, a reverse camera, Bluetooth phone and audio streaming, decent sounding six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume control, dual USB chargers, a heated steering wheel rim (that truly responds quickly), heatable front seats (almost heating up a fast), power front seats, a power glass sunroof, plus more.
Notably, along with the move up to the base V6 engine a variety of features that were previously optional now come standard, such as remote engine start, Infiniti’s precise InTouch route guidance/navigation system with lane guidance and 3D building graphics, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text messaging and vehicle info, power-adjustable lumbar for the driver, and 60/40-split rear seatbacks with a handy pass-through down the middle.
Moving upward in trims from this Signature Edition, the only significant improvements to the previously noted Sport model are performance oriented, with upgrades including the steering wheel-mounted paddle shifters I spoke of before, a special sport-tuned dynamic digital suspension, and an identical set of sport brakes as found on the Red Sport 400, which incorporate four-piston front and two-piston rear calipers, while the two sportiest Q50 models also include an exclusive set of front seat-mounted side-impact airbags.
Features in mind, items not available with this Signature Edition include optional electronic power steering with the Sport model, while Infiniti’s exclusive drive-by-wire Direct Adaptive Steering (DAS) system can be had with all trims except for the Signature Edition. The same can be said for the auto-leveling adaptive front lighting system (AFS) with high beam assist, the power-adjustable steering column with memory, the Around View Monitor (AVM) with Moving Object Detection (MOD), the top-line 16-speaker Bose Performance audio system featuring Centerpoint technology, front and rear parking sonar, adaptive cruise control with full speed range, distance control assist, blindspot monitoring, blindspot intervention, lane departure warning and prevention with active lane control, and backup collision intervention with rear cross-traffic alert.
Some features that are not available with the Signature Edition, are optional with the Sport, and come standard with the Red Sport 400 include auto-dimming exterior mirrors with reverse link and memory, plus Infiniti’s advanced climate control system with auto-recirculation, Plasmacluster air purifier and grape polyphenol filter.
This puts the Q50 Signature Edition in a unique value position, by including much of the Sport trim’s features yet limiting choices to colours, which are identical to the five provided for the Sport, including Liquid Platinum silver, Graphite Shadow grey, Black Obsidian, Majestic White, and the beautiful deep Iridium Blue coating my test car; as well as interior themes, which just like with Sport trim come in Graphite (black) and Stone (grey). By the way, the base model’s interior can also be had in Wheat (tan), while available dark-stained gloss maple hardwood gives off a more traditional luxury ambiance. Additionally, those who move up to sportier Q50 trims lose the option of base Pure White and optional Mocha Almond (brown metallic) exterior paint, but the base model doesn’t offer Iridium Blue, while Red Sport 400 customers have the option of Dynamic Sunstone Red.
Features aside, all Q50 trims are finished to a very high level. My test model included stitched leather across the dash top, instrument panel, both sides of the lower console, and the upper two-thirds of each door panel, while the glove box lid boasts a high-quality soft composite too. The materials are superb as well, from that leather surfacing to the finely upholstered premium leather seats, to the gorgeous Kacchu aluminum inlays, the plentiful satin silver accents, and other surface areas, while all switchgear looks good with nice tightly spaced fitment, and feels substantial with proper luxury-level damping.
The Q50 is quiet too, whether rushing around town or speeding down the freeway, while it’s ideally spacious for all occupants. Adding size and roominess to a given market segment has long been part of Infiniti’s value proposition, and in the case of the Q50 it comes close to mid-size proportions when compared to a number of D-segment competitors. This benefits larger folk more than someone measuring a mere five-foot eight like me, but my longer legs and shorter torso often make it difficult to set up a comfortable driving position in other cars. Not so with the Q50, which provides extensive reach from the tilt and telescopic steering column, which when combined with the multi-adjustable driver’s seat allowed for optimal comfort and control. Improving on that, the power-adjustable lumbar support ideally fit the small of my back, the powered side bolsters snuggly kept me in place during hard cornering, and the thigh support adjusters nicely cupped under my knees.
As usual, I took the opportunity to sit behind my preset driver’s seat to find out how roomy the rear quarters are, and am happy to report that the rear left-side seat provided approximately five inches in front of my knees, a lot of space for my big winter boots below the driver, plus ample room side-to-side, while I had about three inches above my head, meaning six-foot-plus passengers should fit in back just fine. Rear passengers are treated to accommodations that are just as nice as the front compartment, with features including a flip-down armrest with cupholders at centre, overhead reading lamps, plus a set of air vents on the back of the front centre console.
Trunk volume should be amply sized for most owners too, but its 382 litres (13.5 cubic feet) isn’t as large as some others in this segment. I’d prefer the European-style 40/20/40 split-folding rear seatback configuration too, rather than the Q50’s 60/40 division, but the rear pass-through is probably large enough for two or three pairs of skis, which may work well enough depending if skiing is your thing, or whether or not you ever load in long cargo.
No car is perfect, but honestly the Q50 competes very well in this class, and easily deserves your earnest attention. On top of its list of virtues is value, which is always an important consideration, while Infiniti also has a very good record of dependability, makes beautiful interiors, provides arguably attractive styling, and has long been the go-to Japanese brand for performance. In the end, Infiniti will no doubt be more than happy to sell you a QX50 crossover SUV if you need more cargo capacity, but those who want the better performance of a low-slung sport sedan will appreciate that this Q50 continues to serve such purposes. Either way, Infiniti has you covered.
Infiniti gave its only relevant sedan a mid-cycle refresh last year, updating the Q50’s grille, front fascia, headlights, taillights, rear bumper and more, so 2019 doesn’t see any visual changes other…
Infiniti gave its only relevant sedan a mid-cycle refresh last year, updating the Q50’s grille, front fascia, headlights, taillights, rear bumper and more, so 2019 doesn’t see any visual changes other than a new Canada-exclusive standard “I-LINE” cosmetic treatment specifically for the now renamed I-Line Red Sport 400 model.
Just like eyeliner, the I-Line upgrade, which was actually derived from “Inspired Line,” blackens the grille surround in the same fashion as last year’s glossy black fog lamp bezels and diffuser-style rear bumper cap, while the rear deck lid spoiler gets upgraded to high-gloss carbon fibre and wheel wells are filled with a special “custom imported” glossy black finish set of 19-inch alloys. I-Line trim further helps to visually differentiate Infiniti’s sportiest 400-horsepower Q50 from lesser trims in the lineup, a smart move considering the $7,700 leap from the already quick 300 horsepower Q50 3.0T Sport AWD.
Both 300 and 400 horsepower versions of the Q50 source their power from the same turbocharged 3.0-litre V6 engine in different states of tune, while the other big change for 2019 is the elimination of the Mercedes-Benz-sourced 2.0-litre four-cylinder that continues to make 208 horsepower in other markets where it’s still offered, like the U.S.
All remaining trims utilize Infiniti’s seven-speed automatic transmission with manual shift mode and downshift rev matching, the latter a rarity in this class, while Infiniti’s “Intelligent” all-wheel drive system comes standard as well.
Keeping up with the Jones’s, 2019’s biggest Q50 addition is the inclusion of Predictive Forward Collision Warning (PFCW) and Forward Emergency Braking (FEB) as standard equipment, which means these critical accident avoidance systems are now part of the Luxe model, Luxe being the base trim level in the Q50’s recently revised grade structure.
Without going into detail about each trim, the Q50 3.0T Luxe AWD starts at $44,995 plus freight and fees, and the model in our garage this week, the Q50 3.0T Signature Edition starts just a hair higher at $46,495, whereas the aforementioned Q50 3.0T Sport AWD enters the picture at $48,495, and newly revised I-Line Red Sport 400 starts at $56,195.
With all of that out of the way, there’s nothing remotely base about the twin-turbo V6 behind the Q50’s trademark grille, thanks to the 300 horsepower noted a moment ago, and the direct-injected mill’s equally impressive 295 lb-ft of torque (well, almost equally impressive). I’ve waxed poetic about this engine before, and I’ll probably do so again in my upcoming review, not to mention go on at length about the seven-speed gearbox and “Intelligent” AWD system, that’s actually pretty smart.
Some upgrades specific to our tester’s Signature Edition trim that you might find interesting include the exact same performance-oriented exterior styling details as the Sport, particularly the sharper gloss black lip spoiler and deeper black fog lamp bezels up front, and a less aggressive version of the black and body-colour diffuser-infused rear bumper mentioned earlier, while both models make use of the same more conventional silver-painted 19-inch alloy wheels on 245/40 all-season run-flat performance tires, an upgrade over the base Luxe model’s 18-inch rims on 225/50 all-season run-flat performance rubber.
Lastly, both trims get silver “S” badges on the front fenders, but strangely the Signature Edition gets a unique rear deck spoiler just above its own “Signature Edition” decklid badge, whereas the Sport makes do with no rear spoiler at all, although it gets a silver “S” badge next to its Q50 nomenclature.
Signature Edition and Sport trims also feature the same Sport Type seats with driver-side powered lumbar support and powered torso bolsters, plus manual thigh extensions for both front occupants, while both models’ surrounding decorative inlays are finished in genuine Kacchu aluminum.
Pretty well every other feature is shared with the Q50 Luxe, which is why there’s only $1,500 separating the two trims, so along with all of the items above the Q50 Signature Edition includes standard auto on/off LED headlights with LED daytime running lights, LED fog lamps and front turn signals, LED brake lights, aluminum “INFINITI” branded kick plates, proximity-sensing keyless entry, pushbutton ignition, Infiniti’s “InTuition” for storing climate, audio and driving preferences within each “Intelligent Key”, welcome lights on the front exterior door handles, rain-sensing wipers, an auto-dimming rearview mirror, a garage door opener, micro-filtered dual-zone auto climate control, Infiniti InTouch infotainment with 8.0-inch upper and 7.0-inch lower displays, a rearview camera, Bluetooth phone and streaming audio, six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume, two USB ports, a heatable steering wheel, heated front seats, powered front seats, a powered moonroof, and more.
Of note, a number of features that were previously optional are now standard with the move up to the base V6 powerplant, including remote engine start, Infiniti InTouch navigation with lane guidance and 3D building graphics, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text and vehicle info, power-adjustable lumbar support for the driver, and 60/40 split-folding rear seatbacks with a centre pass-through.
At the other end of the trim spectrum, the only real changes to previously noted Sport trim are actually performance oriented, such as steering wheel-mounted paddle shifters, a unique sport-tuned dynamic digital suspension, and identical sport brakes to the Red Sport 400, which boast four-piston front calipers and two-piston rear calipers, while the two sportiest trims also get exclusive front seat-mounted side-impact supplemental airbags.
Speaking of features not available with this Signature Edition, only Sport trim gets the option of electronic power steering, while Infiniti’s exclusive drive-by-wire Direct Adaptive Steering (DAS) system is available on all trims except for the Signature Edition, as is the auto-leveling adaptive front lighting system (AFS) with high beam assist, a power-adjustable steering column with memory, an Around View Monitor (AVM) with Moving Object Detection (MOD), premium 16-speaker Bose Performance audio with Centerpoint technology, front and rear parking sensors, Intelligent Cruise Control with full speed range (ICC), Distance Control Assist (DCA), Blind Spot Warning (BSW), Blind Spot Intervention (BSI), Lane Departure Warning (LDW), Lane Departure Prevention (LDP) with Active Lane Control, and Backup Collision Intervention (BCI) with Cross Traffic Alert (CTA).
Features not available with the Signature Edition, optional with the Sport and standard with the Red Sport 400 include auto-dimming side mirrors with reverse link and memory, plus Infiniti’s Advanced Climate Control System with auto-recirculation, Plasmacluster air purifier and Grape Polyphenol Filter.
All of this seems to place the Q50 Signature Edition in a unique value position, offering plenty of Sport trim features yet limiting its choice of options to colours, of which include the same five offered in Sport trim, and interior themes, which just like the Sport can be had in Graphite (black) and Stone (grey) interior motifs. By the way, the base model can be had with a Wheat (tan) interior, while dark-stained gloss maple hardwood provides a more traditional luxury ambiance, plus you’ll lose the option of Mocha Almond (brown metallic) paint when moving up into the sportier Q50 trims, but you gain Iridium Blue in both Signature Edition and Sport trims, whereas Red Sport 400 buyers get exclusive Dynamic Sunstone Red.
Well that was a more comprehensive overview than I had planned, so I’d better show a tiny bit of restraint and call it quits for this garage piece until the full road test review gets published later. We’re still driving it after all, so make sure to browse through the gallery provided above, and remember that all of the prices quoted in this review can be found in detail, broken down into trims with packages and options, at CarCostCanada, along with important manufacturer rebate info and dealer invoice pricing (yes, the price they pay) that could save you thousands. Check them out and be sure to come back here soon for the review…
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60…
Infiniti showed up at last month’s Salon International de l’Auto de Montréal with a new Canada-exclusive “I-LINE” trim upgrade for the sportiest versions of its popular Q50 luxury sedan and Q60 sports coupe.
Specifically, Infiniti is in the process of replacing the Q50 and Q60 Red Sport 400 models available last year and earlier this year with the new Q50 I-Line Red Sport 400 and Q60 I-Line Red Sport 400, which means that buyers spending the $7,700 needed to move up from the 300 horsepower Q50 3.0T Sport AWD, or $9,500 to do the same from the Q60 3.0T Sport AWD, to get into one of the 400 horsepower I-Line Red Sport 400 models, now get more visual bang for their buck.
I-Line, which Infiniti says was derived from “Inspired Line,” blackens both models’ grille surrounds so that they more closely tie in with the glossy black fog lamp bezels and diffuser-style rear bumpers found on the outgoing Red Sport 400 cars, while the rear deck lid spoiler has been upgraded to high-gloss carbon fibre, and wheel wells are now filled with a special “custom imported” glossy black finish set of 19-inch alloys.
These changes make both I-Line Red Sport 400 models appear as if they have larger more imposing grilles, while the black alloys go further toward creating a more powerful, menacing look. The outgoing Red Sport 400 cars already featured glossy black rear deck lid spoilers, but replacing these composite lip spoilers with more sophisticated carbon fibre ones helps to elevate the two cars into BMW M and Mercedes-Benz AMG territory, befitting of performance models making 400 horsepower apiece.
Behind all that thrust is a twin-turbocharged, direct-injection 3.0-litre V6 that also produces 350 lb-ft of maximum torque from just 1,600 rpm, which is connected to Infiniti’s “Intelligent” all-wheel drivetrain via an advanced in-house produced seven-speed automatic transmission featuring manual shift mode and downshift rev matching, the latter function rare in this segment.
“We are delighted to showcase the I-LINE editions which have been created with a vision to be further developed into an INFINITI Canada sub-brand,” says Adam Paterson, managing director of INFINITI Canada. “We are building on the Q50 and Q60’s award-winning engine and engineering excellence, to add even more eminent style.”
Pricing for the 2019 Q50 I-Line Red Sport 400 sport sedan starts at $56,195, while the 2019 Q60 I-Line Red Sport 400 sports coupe can be had for $65,295. Both models, which are available across Canada this month, can be fully configured at CarCostCanada, with full pricing of trims, packages and individual options available, plus otherwise hard to find manufacturer rebate info and dealer invoice pricing that could save you thousands.
Also, take note that many Canadian Infiniti retailers will still have outgoing 2019 Q50 and Q60 Red Sport 400 models available, which they’ll probably be more than willing to sharpen their pencils on in order to make a deal.
Infiniti had more reasons to celebrate than just Canada Day on July 1, 2018, because extremely strong June sales resulted in the best month it has ever recorded. The Japanese luxury brand increased…
Infiniti had more reasons to celebrate than just Canada Day on July 1, 2018, because extremely strong June sales resulted in the best month it has ever recorded.
The Japanese luxury brand increased nationwide deliveries to 1,398 units last month, which represents a 16.3-percent year-over-year increase as well as an all-time monthly sales record.
As you might expect, sport utility vehicles were key to its success, with the brand’s largest QX80 growing its sales by 13.7 percent in June.
Additionally, Infiniti’s most popular QX60 mid-size luxury crossover achieved 567 sales, this resulting in a new monthly record as well as 14.5 percent growth when compared to June 2017.
June was also a big month for the QX50 compact luxury crossover, which arrived as a completely redesigned 2019 model halfway through the month and therefore benefited from 335 Canadian deliveries for its best June ever, not to mention 119 percent year-over-year growth.
Even the discontinued QX70 crossover found traction in June, its sales rising by 19.1 percent, while the ever-popular Q50 sport-luxury sedan also received a bump in popularity, finding 2.3 percent more buyers than it did a year ago.
The Q50 helped keep Infiniti’s car sales from sliding farther backward than the -2.5 percent slip they experienced in June, whereas SUV sales grew by a substantive 23.3 percent.
That said Infiniti cars are the big winners so far this year, with 2018 year-to-date deliveries at the close of Q2 resulting in +9.2 percent compared to -8.5 for SUVs.
Infiniti gave its popular Q50 sport-luxury sedan a mid-cycle makeover for 2018, and while the refresh wasn’t overdue it was certainly welcome. Without the need to totally recreate Q50 styling that…
Infiniti gave its popular Q50 sport-luxury sedan a mid-cycle makeover for 2018, and while the refresh wasn’t overdue it was certainly welcome.
Without the need to totally recreate Q50 styling that most would agree was already attractive, the design team was freed to mildly tweak details. The changes include a slightly reworked version of the brand’s trademark double-arch grille that now offers more texture to its wavy mesh-patterned insert, plus muscled up character lines that now follow the upper outside corners of that grille across each side of the hood. Additionally, Infiniti revised the LED headlamps with a more animalistic eye-like design, and reworked the LED taillights at the polar end.
While all these updates help modernize the Q50’s look, the new model’s most noticeable changes were saved for its lower front and rear fascias, which now more clearly depict the trim line, or rather “grade structure” being offered.
On that note the 2018 Q50 is now available in Luxe, Signature Edition, Sport and Red Sport 400 grades. The latter two trims will be familiar to Infiniti faithful, although Luxe and Signature Edition are entirely new. Let’s be first to thank Infiniti for not using Limited or Platinum in the Q50 naming scheme, two of the most overused trim levels in the industry, after which we should give them a collective nod of approval for more visually separating each trim line to benefit those paying more to move up into a higher-end model.
To this end, Signature Edition and Sport grades offer performance-oriented exterior styling, while yet sportier visual upgrades join the model’s most potent 400-horsepower engine in Red Sport 400 trim. Items specific to the three upper grades include a more sharply creased front bumper and wider, lower air intakes, the corner vents edged in glossy black, while the rear bumper gets a bolder black diffuser embedded at centre, with a circular stainless steel exhaust tip at each corner. The Red Sport 400 gets a bit sportier still, with some glossy dark paint and body-colour two-tone detailing on the rear fascia, while the side mirror caps also feature a gloss black treatment, plus it includes a unique set of 19-inch alloys.
While all this is interesting and covered in depth as part of my previous 2018 Q50 Red Sport 400 road test, the model I most recently spent a week with is the more elegantly penned 2018 Q50 3.0t Luxe, which is essentially the Canadian-spec base trim upgraded with the more formidable 3.0-litre twin-turbo V6. This means, instead of the 2.0t turbocharged four-cylinder engine’s 2.0-litre displacement, 208 horsepower, and 258 lb-ft of torque, my tester’s mill produced 300 horsepower and 295 lb-ft of torque for much more pleasing response from takeoff, during highway passing manoeuvres, and everywhere else, plus improved quietness with less vibration for a greater sense of refinement, and lastly a wonderful engine and exhaust note.
It appears I’m not the only one voicing praises to this new mill, as the Nissan/Infiniti VR family of 3.0-litre twin-turbo V6 engines is following in the automaker’s former VQ V6 engine’s footsteps by once again becoming a 2017 Ward’s 10 Best Engines winner.
Like the 2.0t, the 3.0t engine comes mated to Infiniti’s in-house seven-speed automatic transmission and all-wheel drive, the latter system often praised by yours truly and other journos for its rear-biased nature and tenacious grip in both dry and inclement weather, while the Infiniti autobox (also used in Nissan’s 370Z) is a highly advanced bit of cog swapping kit that comes complete with dual transmission fluid coolers, Adaptive Shift Control (ASC) boasting an adaptive learning algorithm that senses a driver’s style and automatically adjusts shifting accordingly (upgraded with navigation-synchronized capability in upper trims), as well as a manual shift mode that helps you drive and sound like a pro thanks to Downshift Rev Matching (DRM).
It all sounds like race-spec equipment, but in the 3.0t Luxe these components are used to deliver creamy smooth, linear power from all over the boosted engine’s rev range, making it easy to manage in any situation. No doubt this is why Infiniti chooses not to offer steering wheel paddle shifters with this particular car, instead only including them with Sport and Red Sport 400 grades. This is a shame as the 3.0t’s formidable power and the car’s overall sporty nature deserve such hands-on engagement, but I made do with the lower console-mounted DIY shift lever when wanting to extract the most from the powertrain.
That’s when the Q50’s updated Rack Electronic Power Steering shows its advantages. This more sophisticated steering system, standard with the V6, is an upgrade over the 2.0t’s vehicle speed-sensitive hydraulic electronic rack-and-pinion power steering setup, in that it adds steering effort when the Q50’s yaw rate changes, and then adjusts to increase assistance when the wheels straighten. This isn’t the top-line Q50 drive-by-wire Direct Adaptive Steering system and doesn’t include the two Sport models’ fast-ratio setup either, but it nevertheless combined sporty responsiveness with wonderfully smooth control at high speeds, while it was ultra-easy to drive around town or within confined parking garages.
You can make adjustments through the lower console-mounted Drive Mode Selector, which modulates steering, suspension and drivetrain settings via Standard (default), Snow, Eco, Sport and Personal modes. All of this works wonderfully with the fully independent standard suspension, an aluminum-intensive design that combines front double-wishbones with a rear multi-link setup, along with Dual Flow Path shocks and stabilizer bars at both ends.
While performance is important in this class, fuel economy is becoming more of an issue due to rising pump prices. To this end Infiniti should be lauded for developing such a powerful engine that makes such a small environmental footprint, the as-tested Q50 3.0t AWD good for a claimed 12.4 L/100km city, 8.7 highway and 10.8 combined. Of course, the 2.0t AWD is thriftier still at just 10.7 city, 8.6 highway and 9.7 combined, and the as yet unmentioned Q50 Hybrid AWD better yet at 9.1, 7.7 and 8.5 respectively, but that’s a different story for another time.
Any talk about the Q50 interior I tested will shed light on changes made to the Hybrid, mind you, not to mention other grades within the range, starting with the redesigned steering wheel that looks and feels sportier than the outgoing version. It’s ideally shaped with well-placed, more defined thumb spats, plus its inner baseball-style stitching provides better grip. It also seems as if it’s finished in a higher grade of leather, while its spokes are thinner for a more sophisticated look, and the switchgear attached impresses as well. The shift knob is new too, with a more ergonomic design, nicer leatherwork, double stitching, and higher end detailing that even includes an Infiniti logo on top, although none of this will be new if you’d spent time in last year’s all-new Q60 sport coupe.
It only makes sense that changes made to the Q60 would find their way to a car that has always shared much of the Q50’s underpinnings and cabin detailing, and being that the two-door coupe thoroughly impressed us during our multiple tests you should be able to guess that the rest of our 2018 Q50 3.0t AWD Luxe tester’s cabin didn’t disappoint either. For instance, the four-door model gets double-stitched padded leatherette on the instrument panel, while this luxury-oriented grade features gorgeous maple hardwood inlays that look and feel more naturally genuine than previous attempts.
Additionally, my tester’s beautifully finished leather upholstered seats were some of the best ever installed in a Q50, likely due to Infiniti’s new “spinal support” design that ideally cupped the backside while comfortably supporting the upper legs. Their standard eight-way power-adjustability made it easy to get comfortable too, while the optional powered steering column and proximity-sensing key-controlled memory settings automatically reselected my ideal driving position on startup.
The leather upholstery is actually an exclusive 3.0t Luxe option, as higher grades come standard with leather and both Luxe 2.0t and 3.0t trims get standard leatherette seating surfaces like most of the Q50’s rivals, with additional standard kit including auto on/off LED headlights, LED fog lamps, LED brake lights, 18-inch alloys on 225/50R18 all-season run-flat performance tires, Scratch Shield self-healing paint, aluminum “INFINITI” branded kick plates, proximity keyless access, pushbutton ignition, rain-sensing wipers, an auto-dimming rearview mirror, a HomeLink garage door opener, Fine Vision electroluminescent primary gauges, micro-filtered dual-zone auto climate control, Infiniti InTouch infotainment with 8.0-inch upper and 7.0-inch lower displays, a rearview camera, Bluetooth phone and streaming audio, six-speaker AM/FM/CD/MP3/satellite audio with HD playback, RDS and speed-sensitive volume, two USB ports, a heatable steering wheel, heated front seats, eight-way powered front seats, a powered moonroof, and more.
Moving up from the 2.0t to the 3.0t Luxe not only provides more power under the hood but also a handful of additional features such as remote engine start, Infiniti InTouch navigation that proved easy to operate and totally accurate, the Infiniti InTouch Services suite of digital alerts and remote services, voice recognition for audio, SMS text and vehicle info, power-adjustable lumbar support for the driver, and 60/40 split-folding rear seatbacks with a centre pass-through (which are optional on the base car).
The optional leather I spoke of a moment ago comes as part of the $3,500 Sensory ProASSIST package that also adds two-way memory for the driver’s seat, the upgraded power-adjustable tilt and telescopic steering column and the side mirrors, the latter items also enhanced with reverse dipping and auto-dimming capability, while the package also includes an Advanced Climate Control System (ACCS) with a Plasmacluster and Grape Polyphenol filter, a superb sounding 16-speaker Bose “Performance Series” audio system with advanced staging signal processing and CenterPoint 2.0 surround-sound, a very helpful Around View parking monitor with Moving Object Detection (MOD), always appreciated front and rear parking sensors, and a suite of advanced driver assistance technologies including Predictive Forward Collision Warning (PFCW), Forward Emergency Braking (FEB), Blind-Spot Warning (BSW), and Back Collision Intervention (BCI) with Cross Traffic Alert (CTA).
My tester also came with the $3,800 ProACTIVE package that adds an auto-leveling Adaptive Front Lighting System (AFS) that “bends” the headlights to improve night visibility around corners, High Beam Assist (HBA), Intelligent Cruise Control (ICC) with Full Speed Range, Distance Control Assist (DCA), Lane Departure Warning (LDW), Lane Departure Prevention (LDP) with Active Lane Control, Blind Spot Intervention (BSI), and Infiniti’s Eco Pedal. The only other option was $650 Asgard Grey paint, which when combined with everything else pushed the base Q50 2.0t AWD price of $39,995 before freight and fees up to $52,920, which is still an excellent value when compared to competitors with similar features. And by the way, I found all of my pricing info for the 2018 Q50 and its competitors on CarCostCanada.com, a great resource for car pricing and so much more.
I noted a number of improvements to the Q50 interior earlier, but neglected to mention that along with the stitched leather-like dash-top and instrument panel, Infiniti also finished the lower console sides in the same luxurious treatment, protecting inside knees as part of the process. They didn’t go so far as to add soft-touch synthetic to the mostly unseen lower instrument panel under the knees, which almost never comes in contact with anything and therefore is rarely upgraded, or for that matter the lower door panels that are done better by some D-segment competitors, but the glove box lid was given a dose of the good stuff for a nice upscale feel.
Possibly more important in this category are digital interfaces, and to this end I think Infiniti has an advantage over some of its closest rivals due to dual tablet-style centre stack infotainment touchscreens. A number of Q50 competitors are still held back by only offering old-school lower console-mounted rotating knobs, buttons, or touchpads. Infiniti still includes a beautiful knurled metal dial with a few surrounding buttons for those who’d rather get their info this way, but let’s face it, our world has become a lot more comfortable applying finger gestures directly to touchscreens, so kudos to Infiniti for being ahead of the curve in this all-important area and delivering an impressive interface as well.
Both vertically stacked Q50 displays are touch-capacitive, which allows easy use of multiple functions simultaneously, such as the top screen for navigation mapping and the bottom for audio control. Infiniti’s appropriately named InTouch system also lets driver and front passenger customize the car’s inner environment by storing detailed personal information for multiple drivers, such as memory seating and mirror positions, identifiable via individual proximity-sensing I-keys.
If I could fault the Q50 interior I’d have to point to the mostly analogue primary instrument package that, despite having a large, highly functional colour multi-information display at centre, doesn’t provide the wow factor of Audi’s optional Digital Cockpit or a number of other fully configurable TFT gauge clusters. It’s certainly bright, colourful and attractively laid out, while providing superb legibility day or night, but buyers in this class want the best and brightest, literally, so Infiniti will want to address this issue with something more cutting edge soon.
One small negative after a lengthy list of positives is a fair way to end this 2018 Infiniti Q50 review, but we should also take into consideration that anyone buying a near-base competitor won’t be enjoying a fully configurable TFT gauge cluster either. Such fanciful features are relegated to top-tier trims across the industry, and despite my tester’s bevy of standard features, impressive finishing and strong performance, this 3.0t Luxe trim is more or less base. For these reasons and more, I recommend you experience this car firsthand.
Infiniti started production of its refreshed 2018 Q50 sport-luxury sedan at the premium brand’s Tochigi, Japan facility on June 1, the announcement promising a Canadian market arrival time of late summer.…
Infiniti started production of its refreshed 2018 Q50 sport-luxury sedan at the premium brand’s Tochigi, Japan facility on June 1, the announcement promising a Canadian market arrival time of late summer.
“We can’t wait to bring the updated, 2018 Q50 to the North American market,” said Randy Parker, Vice President, Infiniti Americas, in a press release that accompanied the production announcement. “Its benchmark performance and athletic styling make it an important cornerstone in our product line. We are excited to get this newest sports sedan in the hands of our fans when it arrives in Infiniti showrooms later this summer.”
Later this summer? Isn’t that right about now? With back to school supplies already lining store shelves it certainly seems like summer is winding up, but technically Infiniti has until Friday, September 22 at the very latest to produce the mid-cycle made-over model.
Pent-up anticipation is reasonable, being that the current Q50 has been on the road since 2013 for the 2014 model year. Four years is hardly long-lived for a premium model, not even coming close to the brand’s QX50, which when completely replaced this fall will have been soldiering along with only minor updates since it arrived as the EX35 in 2007 (that’s 10 years for those not willing to do the math), but don’t get too excited about the renewed 2018 Q50 sedan as the changes made won’t be near as dramatic.
Most will agree the current model is already an attractive design, which is reason enough for its relatively strong sales. I say relatively strong because the Q50 is Infiniti’s second-best selling model next to the mid-size seven-passenger QX60 SUV, and also because it’s neck-and-neck with Lexus’ IS for second-best selling bragging rights amongst non-German D-segment sedans, Acura’s TLX having long held best-of-the-rest status behind BMW’s 3 Series, Mercedes’ C-Class, and Audi’s A4. On the positive, the three Japanese brands regularly sweep the floor with Cadillac’s ATS and Volvo’s S60, while Jaguar’s new XE and Alfa Romeo’s equally fresh Giulia are just trying to get noticed within the compact luxury car hierarchy.
Without the need to totally recreate the Q50’s styling, or for that matter the entire brand’s Essence Concept-inspired design direction, a hybrid sports coupe prototype that was first revealed at the 2009 Geneva auto show as part of the Japanese luxury brand’s 20th anniversary, which by Infiniti’s seven-percent year-over-year gain in global sales numbers appears to be working very well, the design team was freed to mildly tweak details. The changes include a slightly reworked version of the brand’s trademark double-arch grille that now offers more texture to its wavy mesh-patterned insert, whereas more muscular character lines follow the upper outside corners of that grille across each side of the hood. These enhancements were joined by revised headlamps, featuring more eye-like illumination, and redesigned LED taillights at the polar end. While all these updates help modernize the Q50’s look, the new model’s most noticeable changes were saved for its lower front fascia, which now more clearly depicts the trim line, or rather “grade structure” being shown.
For the 2018 model year the Q50 will be available in Pure, Luxe, Sport and Red Sport 400 trims. The latter two “grades” will be familiar to those who follow Infiniti’s products, although Pure and Luxe are trims not yet used by Infiniti (Daimler’s Smart brand was first to use “Pure” for its most basic ForTwo city car). Let’s be first to congratulate Infiniti for not including Limited or Platinum in their naming scheme, two of the most overused trim levels in the industry (the derivative “Premium” hopefully on the way off the Q50 options menu too), after which we should give them the nod of approval for more visually separating each trim line to benefit those paying more to move up into a higher-end model.
“With the new Q50 we are introducing new model grades, each offering their own look and character,” said Francois Bancon, Vice President, Global Product Strategy, Infiniti, a press release that accompanied the launch of the new model in March. “Red Sport 400 in particular lets drivers express themselves with a more assertive design that clearly conveys the car’s performance potential.”
To this end, Sport grade offers “performance-focused” exterior styling, while yet sportier visual upgrades join the model’s most potent 400-horsepower engine in Red Sport 400 trim. Items specific to the two top-line grades include a more sharply creased front bumper and wider, lower air intakes, the corner vents edged in glossy black, while the rear bumper gets a bolder black diffuser embedded at centre, with a stainless steel exhaust tip at each corner. The Red Sport 400 takes things up a notch with some glossy dark paint and body-colour two-tone detailing within the latter, while the side mirror caps also get a gloss black treatment, plus a unique set of 19-inch alloys to finish off the look.
Inside, Infiniti promises higher-grade “authentic” materials and more detailed stitching, “further elevating the level of craftsmanship” in every Q50, noted Infiniti in their press release.
“The cabin of the Q50 has been created with human artistry in mind, enabling occupants to travel in style and comfort,” said Alfonso Albaisa, Executive Design Director, Infiniti. “The refreshed Q50 takes this artistry to a new level, with hand-worked materials giving a greater sense of craftsmanship than ever before.”
For instance Infiniti now uses double-stitched padded leatherette on the instrument panel, while luxury-oriented models with hardwood inlays incorporate a more naturally genuine look and feel than the usual old-school high-gloss affect.
Sport models feature unique interiors with patterned aluminum inlays, matte dark-chromed accents, plus black cloth roof pillars and headliner, whereas the Red Sport 400’s cabin is appropriately highlighted with contrasting red thread, while Infiniti is promising a new sport steering wheel that’s better formed for performance driving, with easier access to the shift paddles in behind. The new leather-wrapped shift knob was ergonomically designed as well, enhanced with double-stitched seams, new chrome trim, and an Infiniti logo on top.
Of course, Infiniti couldn’t hold back with the red stitching effect throughout the rest of the Red Sport 400’s cabin, but at least they didn’t go so far as to brighten up each and every diamond-quilted crevice of its Bentley-esque seats’ side inserts, the result looking rich yet nicely restrained. At least as importantly those seats include a more comfortable design that Infiniti dubs “spinal support,” which we certainly look forward to testing out. Lastly, the new Red Sport 400 gets special dark chromed primary instrument dials, although those fully infused into the digital age might feel the analogue gauges are a bit of a throwback when others in the class are offering fully configurable colour TFT instruments in their top-tier models.
Despite the classic dual-dial gauge cluster, Infiniti might just pull some buyers over from its German competitors when it comes to centre stack infotainment because it chooses to use more convenient, tablet-style touchscreen interfaces instead of lower console-controlled dial, button and touchpad designs. What’s more, both vertically stacked Q50 displays are now touch-capacitive, the top one eight inches in diameter and the lower one seven. This allows the use of multiple functions simultaneously, such as the top screen for navigation mapping and the bottom one for audio control. Infiniti’s appropriately named InTouch infotainment system also lets driver and front passenger customize the car’s inner environment by storing detailed personal information for multiple drivers, such as memory seating and mirror positions, identifiable via individual proximity-sensing I-keys.
Also new for 2018, the Q50 boasts an available 16-speaker Bose “Performance Series” audio system with advanced staging signal processing capable of “a precise, rich and nuanced acoustic experience,” says Infiniti, plus CenterPoint 2.0 surround-sound.
Possibly the biggest 2018 Q50 news is its suite of ProPILOT advanced driver-assistance systems, which include Active Lane Control (camera-sighted autonomous driving capability above 72 km/h or 45 mph), Intelligent Cruise Control, Distance Control Assist, Backup Collision Intervention, Blind Spot Warning and Intervention, Lane Departure Warning and Prevention, Forward Emergency Braking, Predictive Forward Collision Warning, and last but hardly least, Infiniti’s exclusive Direct Adaptive Steering.
“Infiniti has introduced a number of world-first innovations through the Q50 in recent years,” said Roland Krueger, President of Infiniti. “As Infiniti’s best-selling model [worldwide], the Q50 has always embodied our commitment to make driver-empowering technologies accessible to a large number of customers. The new model will let customers benefit from the latest advances in active safety with our driver support technologies.”
This is Infiniti’s second-generation Direct Adaptive Steering introduced in 2016 (the first version was launched in 2013), both of which are steer-by-wire systems that mostly do away with mechanically linked parts, and have been fairly well received by owners and auto pundits alike. Infiniti considers its Direct Adaptive Steering a “building block on the way to achieving fully-autonomous driving,” and for certain it’s a bit of tomorrow’s technology today. Along with reasonably realistic feel and ultra-quick responsiveness, Direct Adaptive Steering makes it easier to add unique driving modes for comfort or sport applications, the Q50’s Drive Mode Selector letting its driver modulate steering, suspension and drivetrain settings that include Personal, Standard (default), Snow, Eco, Sport and Sport+ modes. Those rightly concerned about no longer having a steering column connected to the turning wheels can take some confidence in knowing Infiniti has logged more than a million kilometres (625,000 miles) of tests on the second-gen Direct Adaptive Steering system alone.
Powertrains are all carryover, although this shouldn’t be a surprise as they were all just updated for the 2016 model year. Included is the base 2.0t, a Mercedes-sourced 208 horsepower 2.0-litre four-cylinder featuring 258 lb-ft of torque that gets mated to a seven-speed automatic and all-wheel drive, the latter two components also standard with the other two conventional engine choices.
The performance-oriented 3.0t models include two different versions of Infiniti’s exclusive new in-house VR family of 3.0-litre twin-turbo V6s, which just like the old VQ V6 is once again a 2017 Ward’s 10 Best Engines winner. The less formidable powerplant is good for 300 horsepower and 295 lb-ft of torque, while as noted earlier the top-line Red Sport 400’s version manages to push out 400 horsepower and 350 lb-ft of torque.
Lastly, Infiniti will continue forward with its high-energy Direct Response Hybrid powertrain consisting of its old 3.5-litre V6, 50-kW electric motor, and compact laminated lithium-ion battery. The combination makes a net 360 horsepower due to the internal combustion engine’s 302 horsepower and electric motor’s 67 horsepower (hybrid net output never adds up exactly), plus a non-advertised sum of torque, although the ICE’s 258 lb-ft and electric motor’s 213 lb-ft makes for a potent mixture, the latter available immediately at input.
Last year’s Q50 Hybrid was good for a claimed 9.1 L/100km in the city and 7.7 on the highway, which made it quite thrifty considering the performance on tap, while the 2017 Q50 2.0t was estimated to get 10.7 L/100km city and 8.4 highway, thanks partially to fuel-saving stop/start technology. Additionally, the mid-range 3.0t achieved a rating of 12.6 city and 8.8 highway, while the top-tier Red Sport 400 earned an estimated 12.3 city and 9.2 highway, the latter strangely better in the city than the less capable engine. We’ll have to wait to see if the new 2018 model’s Transport Canada ratings do as well or possibly surpass the outgoing estimates, being that the reshaped body shell’s overall aerodynamics and its numerous unique design details are capable of literally causing turmoil with fuel economy figures.
Of note, Q50s fitted with the larger engine will get Infiniti’s “Rack Electronic Power Steering” as standard, which can also be modulated via the Drive Mode Selector, while 2.0-litre Q50 models are equipped with more conventional vehicle speed-sensitive hydraulic electronic rack-and-pinion power steering.
It’s quite likely the renewed Q50 will have what it takes to boost sales beyond the Lexus IS in Canada, the difference coming down to just 65 models at the end of 2016, although 2017 Q50 sales that were purposely slowed so as not to leave dealers with unsold inventory might mean we’ll have to wait until the 2018 calendar year to find out. Stay tuned…