2014 Infiniti Q50 First Drive Auto | Electric Cars and Hybrid Vehicle - Green energy

2014 Infiniti Q50 First Drive Auto

22 Фев 2014 | Author: | Комментарии к записи 2014 Infiniti Q50 First Drive Auto отключены
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2014 Infiniti Q50

Avoiding An Crisis. For Now

Infiniti is a brand has been quietly undergoing upheaval and not just with the and letters on its trunklids. Back in Nissan’s premium brand fans and pundits by announcing it redo its alphanumeric nomenclature. yet decision was but a PR speedbump there are fish to fry. After this is a marque that was on the block just a couple of ago. and now it has a major opportunity to thanks to new investment, new independence is now responsible for its own design, engineering, quality and human resources), a new headquarters in Hong Kong. and new orders from new leadership calls for a revitalized and expanded

The new car looks fantastic, sinewy and in a way that its predecessor never

If there’s any waffling going on dynamic priorities in this it isn’t evident in its aesthetics. The new car fantastic, sinewy and muscular in a way its predecessor never managed. The appears lower, wider and forceful, and that’s no illusion: the new car is 2.0 wider than the outgoing and it’s taken a 0.4-inch as well.

The nose is defined by LED headlamps and a larger grille vertical pinch lines into a deeply sculpted with Q50S models our photo car receiving a slightly lower fascia and driving The profile really works too, with the slightly dash-to-axle proportion that a front-engined, rear-drive layout Sunlight and reflections love car, especially along the where the lower cut-in is by a tendon-like sheetmetal crease.

The is more interesting than the too, thanks to a rear derived from Infiniti’s 2009 Essence showcoupe. may find the treatment a bit fiddly in but it really comes good in the particularly from the rear view, where it serves to the car’s haunches. The back end a steeply raked backlight and tapered taillamps, with a of bands of silver trim the license plate pocket and the newly subtle lip spoiler.

the hybrid model gets a of properly sized exhaust Infiniti isn’t trying to anyone into thinking the is powered solely by excited

Infiniti has managed to scrape 54 with a curb weight to 3,574 pounds.

Overall, the Q50 188.3 inches, 0.4-inches than the G37 (nearly a half-foot than the 3 Series), with extra length all contained in the as the 112.2-inch wheelbase remains the The new shape looks appreciably to the wind, as well, registering a coefficient of drag. That wheelbase hints at a carryover but a lot of reengineering has been done to stiffness and improve noise, and harshness.


Changes include different and lower front and rear members, as well as a unique panel and cowl. In addition, have increased use of high-tensile in the pillars and roof structure. with the larger overall and more content, Infiniti has to scrape 54 pounds from its sedan, with a curb down to 3,574 pounds for the model.

Impressively, Infiniti has kept pricing down, from $37,605 (including for delivery). That’s actually than the asking price for the G37 ($38,255 delivered), in part due to equipment levels (e.g. no leather). However, we hear a to bring the MSRP in-line actual discounted average prices is just days [ UPDATE: Infiniti has just it is dropping the G37’s price to plus $905 delivery. It live on through the 2015 year.]

Despite the identical Infiniti has also managed to out additional space inside, increased front headroom inches, to 39.5 inches), and rear legroom (44.5 / 35.1 rear gains of 0.6 and 0.4 and shoulder room (56.7 / up 1.1 inches in front and 0.9 in back). interior volume thus to 101.9 cubic feet, up three cubes, but that back glass eats 0.4 inches of rear headroom. though, the Q50 feels bigger even in back, where the has been resculpted and the front slimmed down to make occupants feel less

The dashboard adopts a new dual-cowl and features a completely redesigned stack that’s angled the driver to emphasize a cockpit-like Materials are a notch or two above the car, and we really like the way the panels flow out of the instrument in waves that remind of us of the contours on the other side of the The cabin’s most radical over the G37 takes place in the stack, which is dominated by a of touchscreens.

The center stack is by a pair of touchscreens.

This new infotainment architecture, InTouch, incorporates an eight-inch screen and a seven-inch lower to keep tabs on audio, control, navigation, as well as drive mode and safety selectors. We’ve seen a take on the twin-screen approach Acura’s On Demand Multi Use but early testing suggests is a more effective way to wrangle the ever-increasing technology load. partially because the on-screen are both well thought-out and and partially because you don’t to use the upper touchscreen for most (it’s a further reach, and generally only be used for with navigation functions). But the decision involves keeping buttons for primary audio (including an actual volume novelty of novelties) and climate functions, including temperature, fan airflow and seat heaters cooled seats aren’t on the list yet).

This of physical switchgear and app-like menus strikes us as a better than something like CUE. though both screens are prone to excessive

In fact, for a car with so much inside, a handful of other and dare we say, driver-oriented have been made For one, Infiniti didn’t to reinvent the stick with the now-taller gearshift lever. no funky rotary knob or fiddly e-gear selector, simple detents front to and a manual +/- gate. Mercedes-Benz and take note.

There even an electronic parking it’s a foot pedal, for sake. We would’ve preferred a but the center console is occupied by a mode selector rocker (Standard, Sport, Eco, Personal) and a rotary jog dial provides a second way to access

The six-speed manual has been though there’s idle of it possibly rejoining the program in the

In terms of driveline, at least the gas-only car, the Q50 favors over revolution. Power from a modestly retouched of the evergreen VQ-Series 3.7-liter V6, to deliver 328 horsepower and 269 pound-feet of identical figures to the G37. Yet more serene than year’s car, thanks in to a new intake and exhaust.

You can have any you like, so long as it’s the seven-speed automatic. The six-speed has been broomed, though idle chatter of it possibly the program in future model Fuel economy is up, too, EPA ratings sitting at 20 miles per in the city and 30 on the highway, with a cycle of 23 mpg, which is than the short-lived G25 with its 2.5-liter V6.

A turbo four-cylinder and diesel are on the way to a deal with Daimler. and is going to need them if want to attack the Germans

If you’re wondering why we’ve actual discussion of the way the Q50 drives this point, that’s Infiniti has done the same to extent. In seeking to increase the of this car among a broader of premium shoppers, the automaker has a sedan whose character tremendously depending on which is chosen and which option are checked. We spent the majority of our in a fully loaded all-wheel-drive Hybrid model, but we also some time in a lower-spec gas-only car.

We much, preferred the latter, but the trim you will depend on what you in a car: engagement or comfort, and economy.

This Q50 is a very piece a worthy G37 successor a needed dose of refinement.

start with the standard RWD Q50 to your now-frayed nerves still very much a sedan. Its newfound interior doesn’t get in the way of an enjoyable driving It still offers plenty of very good balance, brakes and praise be standard steering with actual feel. We recommend splurging for the magnesium paddle shifters, they work quite the transmission even blips the on downshifts especially as they a welcome dose of control now the manual transmission is gone.

in that same vein, the Drive Mode selector a fine job of altering throttle transmission shift schedule, and the Adaptive Steering system’s and ratio if so equipped (we’d on the latter, but more on that in a

Better yet, the Q50’s double-wishbone and reworked rear multilink suspension doesn’t you up on pockmarked roads, even it comes with standard all-season runflats (our car was equipped with optional summers). The ride is simply composed than what have taught us to expect this sort of rubber, if ultimate grip isn’t all it should be (a proper set of conventional tires would help). this Q50 is very nice a worthy G37 successor with a dose of refinement.

There’s an available slightly stiffer suspension, which oddly as standard fit on the Hybrid, even models.

Speaking of, there’s the all-dancing AWD Q50S Hybrid we equipped with the aforementioned steering as well as Active Control, Blind Spot Back Up Collision Intervention and a host of safety and creature options. It skews pretty far to the end of the involvement spectrum for a number of

The much-ballyhooed Direct Adaptive leaves us cold.

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We don’t have any qualms about the powertrain quite the opposite, It’s actually more with a 3.5-liter V6 generating 302 hp and 258 backed by a lithium-ion-fed electric with 67 hp and 214 lb-ft. Combined power is pegged at 360 hp an appreciable over the standard Q50 but then, also heavier, starting at lbs, so the output difference is masked. A combined torque is not available. Fuel economy up nicely, though, with numbers rising to 29 mpg and the highway moving to 36 mpg, for a combined of 31 mpg better than what the car achieves on the open road drive models like our only muster 27/31/28,

It also feels good, power all over the rev range and the to start off under electric-only not to mention the ability to sail battery power on slight descents.

So what’s the problem? aside from the usual slow-speed refinement issues under regenerative braking, the much-ballyhooed Direct Adaptive that leaves us cold. standard on even on the entry-level Premium model ($44,855 including leather, power column and sport suspension). some other new systems encountered, DAS incorporates both weighting and rack quickness, but other systems, there’s no linkage between the steering and the front tires under conditions.

Basically, a sensor the angle change as the driver the wheel, and then hands that data to an ECU, calculates how much force is for to move the car in the intended direction a steering angle motor. feedback is then manufactured by a actuator mounted to the column. says the system reduces noise steering vibrations, kickback and better keeps the car on on uneven surfaces and in heavy (by incorporating data from the departure system’s camera), all of is true, and its variable rate affords quicker turn-in good accuracy.

We have no believing that a driver with DAS may actually turn in a quicker lap time on a roadcourse. But happily give up those few for better communication, as this just doesn’t offer the of even a good electronically rack. Nor did we find a happy setting for weight, which from light and overassisted to

It’s almost as if Infiniti have chosen to showcase the bandwidth at the expense of finding the setting. We also never the hydraulically assisted Q50 to need of minute corrections to keep it on so the by-wire improvement potential us as of dubious merit. As an architecture, DAS weighs about the same as its cousin, because it still has to a small clutch and a redundant shaft to provide conventional steering in the event of a failure.

The camera-based Active Lane takes the Q50 a good ways Autonomy Road.

To be fair, the isn’t so off-puttingly synthetic a driver who hasn’t experienced it feel something is awry on a to the corner store if you’re one of those video game shaker feedback things, got it all wrong. But when driven moderately spiritedly, DAS just deliver the goods to your something that becomes clear after driving a Q50 conventional steering. For now, DAS us as technology for the sake thereof.

might be somehow acceptable in a car, but it makes for a downright development in a sport sedan, when it costs more and complexity.

In truth, the real of the system isn’t about the at all almost the opposite it’s the capabilities DAS affords the optional Active Lane Control, like the similar system we tried in the 2014 Mercedes-Benz takes the Q50 a good ways Autonomy Road. Included Infiniti’s new Lane Departure technology, ALC can keep a car centered in its by reading the road’s painted even around slight Combined with Intelligent Control, which can slow the car to a and then accelerate again, effectively means that on a piece of road, you can all but take hands off the wheel and leave the to the Q50, a characteristic that be desirable for reducing fatigue in a traffic jam, say.

Yet in we found that when our wandered over far enough to one that it beeped a warning, it to hold the car in the lane by toeing the something that might the driver or other motorists At least the system doesn’t yank the car back into the with the opposite-side brakes, as the can. Instead, it subtly using DAS so as not to alarm the driver.

That’s all well and good in but after trying it out for a good while, we turned it off and didn’t the desire to reactivate it.

It’s priced, attractive and fun-to-drive if you bring along the high-tech

Company officials are quite of all this gee-whizzery, and while we consider ourselves Luddites, we heard CEO Johan de Nyscchen say are just the start of a range of technologies that are becoming a of differentiation for our Infiniti customers, we smile. The handwriting is on the wall this sort of technology we it’s coming, but that mean we’re eager to own it alone pay more for the privilege), at while it forces so many with aspects of driving we care about.

Listen none of the issues we have Infiniti’s new mission or new technologies that we think it’s barking up the wrong tree, at insofar as building a business goes. There’s a lot of really work in the Q50, particularly if judicious with the options It’s well priced, and fun-to-drive if you don’t bring the high-tech nannies. And as far as expanding its portfolio to improve its chances for Infiniti has little choice. now, it’s more-or-less in the same near-prestige, lower-consideration as Acura, and it needs a fuller to properly combat Audi,

Lexus. Mercedes-Benz, and of course, Incidentally, it isn’t like the haven’t occasionally lost of their Ultimate Driving mantra in their own bid for ambitious yet it’s hardly hurting

But in order for that strategy to working, BMW must continue to that it will have to the driving enthusiasts that put it on the map an crust cars like the 1 M Coupe and the M3. Let’s hope de understands that, too.

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