2014 Infiniti Q50S
Short exposure to Infiniti’s new Q50 midsize sports sedan last spring left almost as many questions unanswered as conclusions. A full week behind the fly-by-wire steering wheel of an S model recently helped to reduce the enigmatic quality of this bleeding-edge machine.
While the Q50 is built on a heavily revised version of the platform that underpinned the outgoing, terrific G37, you could never tell from looking at it. And whatever other judgments I might make, I still think it one of the most handsome cars in its class, especially in sportier guise of the test vehicle, whose more aggressive front and rear fascias and stunning 19-inch blue steel wheels gave it a menacing presence that only overt muscle machines like BMW’s new M3 can compete with.
Inside its apparent quality is higher than the Munich rival as well, and on par with the substantial cockpits that grace the new Lexus IS and current Audi A4. Moldings are almost all of high-grade plastics (the majority being of the soft-touch variety) and the S model’s sports seats and well-formed power tilt/telescope steering wheel conspire to create superb ergonomics for the pilot. Especially nice is the subtle horizontal lines pressed into the leather seat hides that creates a completely original, rich yet classy contrast. Back seat space is generous (substantially more so than in the Lexus), though the trunk is still slightly more confining than in the German rivals.
Infiniti’s new, InTouch navigation/infotainment interface continues to puzzle me though. Comprised of two screens racked atop each other in the center stack and an iDrive-like wheel controller behind the shifter, it isn’t as intuitive as others; as an example only the upper screen is controlled by the wheel, and it is only good for displaying the navigation screen. The lower screen is touch-sensitive, and though its graphics and resolution are excellent, its glossy surface is soon covered in very obvious fingerprints. More annoying is that music starts playing as soon as you start the car up—whether you want it or not—and cannot be turned off for roughly 10 seconds, as the software is still booting up. At least you can now see the tracks in a music playlist, even if the software still struggles to work with an iPod. Which is a shame, as the Bose Studio sound system is superb.
Where Infiniti really took a risk however is in the world’s first use of fully electric, computer controlled steering. While there’s a backup mechanical linkage to the front wheels, it is normally not engaged. Sensors and actuators attempt to discern your intentions as you turn the steering wheel, and then translate that to the proper angle for the front tires. Progress has obviously been made since I drove those first Q50s months ago, for the system is now much less objectionable.
In normal use it is pretty much on par with the electric-assisted helm of a BMW 3-series, and as long as you don’t choose one of the more aggressive response options for its response from a submenu, you’d be forgiven for thinking it a conventional setup. Problems arise when you begin to drive the Q50S as a sports sedan though, with the same oddities in response noted months back. Turn in to a medium- to highspeed corner near the Infiniti’s grip limits and the steering’s weighting and rate of response begin to change dramatically through the turn, requiring constant corrections. Note that this doesn’t happen when driving over the limit, where these types of driver inputs are required; we’re talking maybe 8/10ths to 9/10ths of available grip. Things are even worse if you don’t disable Active Lane Control, one of a suite of safety systems available in the optional Technology Package.
As the years go on, more and more manufacturers will be implementing these types of systems—they are essential to the automated driving that will become quite common in roughly a decade. And Infiniti is to be commended for being the first to dip a toe in. But the fact remains that—as of right now, anyway—the Q50S’ steering is not up to the level of the best, conventional designs.
The other dynamic shortcoming of the Q50S is that its ride is too stiff for rough, urban usage. There is little give in the initial damping, and the spring rates seem too stiff for this class of car. It is worse than the last generation BMW 3-series with sports suspension and runflat tires (I’ve owned two of these) and not a patch on the new version of that machine, nor the Cadillac ATS or Lexus IS. For those living where the roads are smooth this should be a non-issue, but an adjustable shocks or a rethink of spring and dampers would go a long way towards making the S model more pleasing to drive more of the time.
In other respects the Q50 is much more competitive. Its more refined than its predecessor: wind and road noise are better contained; and the structure feels very rigid. The big fixed-caliber brakes provide superb feel and real bite, and the carry-over 3.7-liter VQ-series V6 engine has had its tendencies towards harshness tamed to large degree. It’s now fun to rip it right to redline, where all 328 naturally-aspirated horses are in play. It is a bit torque-light at 269lb-ft, but the Q50S never feels less than fast; independent tests at sea level show it to be a 5-second 0-60 machine. The seven-speed automatic transmission is also nicer to use, with less gear hunting than of old and a very well resolved manual shift mode. Real-world fuel economy is on par with other 300hp-plus machines, with city mpg in the higher teens and highway runs coming in at 27-29mpg. However, a BMW 328i is as fast, and gets 3-5mpg better most everywhere.
I can see that for many the Q50S will be a terrific alternative to the default German offerings. It makes an Audi or BMW look benign and boring, has a stunning interior, and is as fast as it needs to be. If the roads you drive are smooth, and you don’t routinely push to the edge of the envelope, it is an excellent choice.
EPA ratings: 20/29mpg; 23mpg combined
Price as tested: $53,530
Here is what Infiniti has to say.
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