- The Infiniti Q50 steers as if by magic
- Could be a Lexus from behind
- Disturbing vibrations are filtered
- Impressive sprinting ability
- It will be difficult against BMW & Co.
The Infiniti Q50 steers as if by magic
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The Infiniti Q50 is the first brand member of the Japanese premium manufacturer to use the new nomenclature with a prefixed Q for all model lines from now on. the …Crossover and SUV models will use a QX.
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Infiniti has ambitious goals: With the 4.79 meter long four-door car they want to compete against the BMW 3 Series and the Audi A4.
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The starting price is 34,350 euros. There is a gasoline engine with 2.2 liter displacement and 170 hp. Incidentally, the unit comes from Mercedes.
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The Q50 is also available with a hybrid drive for 51,356 euros. Then under the hood there is a 3.5 liter V6 petrol engine with 302 hp and an electric motor with 67 hp.
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A technical novelty should be the steering of the Q50. For the first time, it does without a mechanical connection to the wheels. As a result, there is little vibration and it works…z can be set individually by the driver.
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The cockpit looks noble and high quality, but is also a bit rugged. For example, there are two touchscreens in the center console. Designers might have it…twas meant too well.
With the dynamically drawn Q50, Infiniti wants to take away customers from German premium manufacturers. The Japanese sedan is something special because it has a technological revolution to offer.
S.ou have perhaps the best test driver in the world, and they’re big on TV every other weekend. But Infiniti has not yet really got through to motorists. At least in Germany, the house brand of Formula 1 world champion Sebastian Vettel is a pretty blank slate and only sold 900 cars last year.
It looks a little different in America and Asia. But because success with us is a question of prestige for all premium brands, the noble Nissan sister never tires and bravely continues to run against the bulwark of BMW, Audi and Mercedes.
The Japanese are now primarily relying on a brand-new mid-range sedan, which is entering the race as the successor to the G series and is called Q50 according to the new nomenclature. The Dreier, A4 and C-Class competitor will go on sale in mid-November, and prices start at 34,350 euros.
Could be a Lexus from behind
There is a 4.79 meter long four-door model that finally puts an end to the boredom in the upper middle class when it comes to design. A distinctive front and a strong contour with a Z-shaped fold for the flank make the car unmistakable in the parking lot. Only if you drive behind him would he pass as a Mazda or Lexus.
While the outside of the Q50 looks like it is made of one piece, the designers on the inside have obviously meant it a little too well: two touchscreens in the center console, eye-catching decorative rings around the instruments, matt chrome, piano lacquer and checker plate on the consoles and classy switches wherever you go sums up – every detail is successful in itself.
But together, the Infiniti looks quite overloaded and no longer so stylish. But the space is right. Because tall people also sit comfortably in front and behind. And because the armchairs in the first row have been armed against tired bones with findings from NASA, you can still get out of the limousine relaxed after many hours.
Disturbing vibrations are filtered
But the design is not the only trump card that the Japanese are betting on. They want to lure customers with a technology premiere: the Q50 is the world’s first production car to come with “by wire” steering.
The driver’s steering request is converted into a change of direction not with a mechanical connection, but with sensors, cables and electric motors. The classic steering column becomes superfluous and is only on board in an emergency – for example, if the power fails.
One advantage of the technology: annoying vibrations and bumps, for example in the case of potholes or bumps, are filtered out and do not disturb the driver. In addition, everyone can adjust the steering assistance and the necessary power themselves.
One disadvantage is the synthetic steering feel, but the Japanese have it pretty well under control. Only when the bends get really tight and really fast would you want a more direct line to the road.
Impressive sprinting ability
The steering works almost like a ghost without making a brisk cornering feel spooky. But otherwise you can already hear something of the drive technology. In any case, both engines are very noticeable if you demand a little power from them.
There is a choice of a 170 hp four-cylinder petrol engine with a displacement of 2.2 liters, which Infiniti is the first to take over from the cooperation with Mercedes, as well as the further developed hybrid drive of the large M series.
With the combination of a 3.5-liter V6 with 302 hp and an e-machine of 67 hp integrated between two separating clutches, it has a system output of 364 hp and, with a very gentle accelerator, can even drive a few hundred meters purely electrically. That pushes the consumption to 6.2 liters, at least in the norm.
However, the sprinting ability is more impressive: if both engines pull together and the e-machine becomes an ecologically acceptable turbo, you can reach 100 km / h in 5.1 seconds and only finish at 250 km / h. Nevertheless, you have to calculate well whether the 20 percent surcharge on diesel is worthwhile.
Because he doesn’t do his thing badly either. With a maximum of 400 Nm it manages the standard sprint in 8.7 seconds, reaches a maximum of 231 km / h and is satisfied with an average of 4.4 liters.
It will be difficult against BMW & Co.
The engine sound is completely okay, because after all, it stirs up the emotions and, unlike Lexus, Infiniti sees itself in the sporty corner of the big league. The many assistance systems, however, beep so nervously and annoyingly that you switch them off again too quickly.
But that’s not a big loss either. Because at least the new lane guidance aid with active steering intervention reacts so softly and hesitantly that it is better not to rely on it.
The design is successful on the outside and overloaded on the inside, the space is generous, the performance is decent and the technology is partly ahead of its time – whether that’s enough to fix 3 Series & Co. at least a little on the stuff?
The Japanese shouldn’t have such high hopes, at least in Central Europe. But the difficult situation has one good thing: with such small registrations, a few additional cars are enough for an impressive increase – at least if you express the values as a percentage.
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